US2809224A

US2809224A - Safety device for internal combustion

Info

Publication number: US2809224A
Authority: US
Publication date: 1957-10-08
Anticipated expiration: 1974-10-08

Description

E. B. BOWES 2,809,224 SAFETY DEVICE FOR INTERNAL COMBUSTION ENGINES Oct. 8, 1957 Filed July 26, 1956 E2 fe'ntor: ,B. ,BOZUQS SAFETY DEVICE FOR INTERNAL COMBUSTION ENGINES Emer B. liowes, Hamilton, Ontario, Canada, assignor to International Harvester Company, a corporation of New Jersey Application July 26, 1956, Serial No. 600,195

14 Claims. (Cl. 123-148) This invention relates to internal combustion engines of the electric ignition type and more particularly to a safety control system for use in conjunction with the electric ignition: system of. an internal combustion engine, adapted to automatically stop the engine when certain adverse conditions arise.

The safety control system of the present invention has particular utility when used in conjunction with electric ignition internal combustion engines provided with a pump adapted to force'coolant through Various coolant chambers and passages within the engine to maintain the temperature of various parts of the engine below a certain value. The heat laden coolant then passes through a heat exchanger such as a radiator where the coolant is cooled by circulating air through the radiator. The temperature of the coolant flowing from the radiator to the suction side of the pump for recirculation through the engine in a coolingsystem is dependent upon the efficiency of the radiator which efiiciency, in turn, is depend.

ent upon the amount and temperature of the air flowing through the radiator. In industrial installations wherein the engine is stationat the amount of air flowing through the radiator is due entirely to the operation of a fan which is driven from the engine bya belt. Thus, if the fan belt breaks, coolantis supplied to the engine at higher temperatures than normal, and if the fanbelt breakage is not detected within a reasonable length of time and the engine stopped, the engine will generally overheat, and if allowed toopeiate in an extreme overheated condition will result in lubricating oil film breakdown and consequent engine bearing failures, undue consumption or possible exhaustion of the engine lubricating oil,.overheating and possible distortion and/or failure of the engine head and block, scoring of the cylinder walls, warping of the pistons and other serious damage. Since "stationary or industrial engines are designed to run for long periods of time unattended, the detection of a broken fan belt may not occur untilv long after theengine is damaged be-' yond repair. It will also be appreciated that since certain industrial engines employ a governor which is driven by the fan belt, breakage of the fan belt not only causesthe cooling system to malfunction but also stops the governor. Generally if the governor is stopped in installations of this sort the trottle is actuated to its wide open position permitting the engine to run ungoverned. Obviously to permit the engine to run ungoverned with a faulty cooling system would be disastrous. Itis, therefore, the primary objective of the present invention to provide an engine safety control system for stopping the engine by switching off the ignition current in the .event of failure of the fan belt.

The present invention contemplates the provision of electric circuit means and components for supplying the engine ignition system with electrical energy directly from the battery upon starting the engine and then to automatically supply the engine ignition system with electrical energy derived from a generator driven by the fan belt. Thus when the fan belt which is driving the ited States. Patent M Cg M 2,809,224

Patented Oct. 8, 1957 cooling fan as well as the generator fails, the generator will stop producing electrical current for the engine ignition system and, consequently, the engine will stop due to lack of ignition current.

Another object is the provision of an automatic safety shut-off system for internal combustion engines which wi l not interfere with the conventional means for stopping the engine.

A still further object is to operatively interconnect the engine ignition circuit and the cooling system of an internal combustion engine to prevent over-heating of the engine in the event the air circulation means of the cooling system fails.

Still another object is to provide a control system for regulating the flow of. electrical energy to the ignition system of an internal combustion engine whereby the ignition system is supplied with current from a battery initially upon starting but which is automatically supplied with current derived from a belt driven generator upon the attainment of a particular engine speed.

The foregoing and other important objects and desirable features inherent in and encompassed by the invention, together with many of the purposes and uses thereof, will become readily apparent from a reading of the ensuing description in conjunction with the annexed drawing, in which:

Figure 1 is a partial side elevation showing an internal combustion engine embodying the invention; and

Figure 2 is a schematic view of the safety control system.

Referring to the drawings in detail, wherein like reference characters designate like elementsthroughout the various views, the forward portion ofan internal combustion engine 10 is partially shown. The internal combustion engine 10 is provided with a cooling system which includes a conventional radiator 11 for cooling the hot coolant, a rotary pump 12 for circulating the coolant through the engine and radiator, suitable supply and return water conduits (not shown) extending between the radiator, engine, and water pump, and afan 13 which operates to cause a flow of .air through the radiator 11 and along the length of the engine 10. The engine 10" is provided at the forward end thereof with a power take-off means which in the instant case is in the form of a driven shaft 14. The rotor of the pump 12 and t he fan 13 mounted on a common shaft 15 which is connected with the shaft 14 by torque transmitting means which includes a pulley 17 mounted on the shaft 14, a pulley 16 secured to shaft 15 and a belt 18 extending around pulleys l6 and 17.

Mounted on the side of the engine 10 is an electric; generator 19 having a rotor provided with a pulley 20 which is also in frictional engagement with the belt 18 to be driven thereby. An engine driven governor 21 of the type adapted to control the throttle position and thus the engine speed is mounted on the engine '10- adjacent the generator 19. Generally in installations-of this sort wherein an industrial engine is equipped with a speed-responsive governor, biasing means areprovided for urging the throttle to its wide open position. Such biasing means are under control of the governor whereby the governor limits biasing action of the biasing means and consequently the throttle opening to maintain the engine speed between predetermined desired maximum; and minimum speeds. However, if the governor fails for any reason, it will be appreciated that the means will"; no longer be controlled and the throttle will move toits wide open position. The governor 21 is rotated by means of a pulley 22 secured to the governor operating. shaft. The pulley 22, in turn, frictionally engagesitheg fan belt 18. When the engine 10 is operating normally;

the power take-off shaft 14 rotates the

pulley

16, 17, 20

- -a,so9,224

3 and .22 through the intermediary of the belt 18. The governor 21 maintains the engine speed at a substantially predetermined constant value and the generator 19 is developing electrical energy. At the same time the water pump 12 is receiving coolant from the radiator 11 and circulating the same under pressure through the engine to prevent overheating of the engine. The coolant flowing from the engine to the radiator passes through the radiator and is cooled by the air flowing through the radiator core created by rotating the fan 13 in the usual manner. It will be appreciated that since all of the engine accessories noted above are driven by the fan belt 18 in normal operation of the engine, ifthe fan belt 18 should break and such breakage not be .detected and remedied within a reasonable length of time, the cooling system will be ineffective to maintain the desired normal engine operating temperature and the engine will overheat, which could result in scoring of the cylinder walls by the pistons and other serious and irreparable damage as noted above. It will also be appreciated that engines equipped with speed responsive governors driven by the fan belt will run ungoverned if the fan belt should break to amplify the damage resulting to the engine by overheating. Furthermore, since the generator is also driven by the fan belt 18, the generator 19 will cease developing electrical energy and the ignition circuit of the'engine will obtain all of its needed power directly from the battery, which will ultimately drain the battery completely.

As stated hereinbefore the purpose of the present invention is to provide a safety control means for stopping the engine by interrupting the ignition circuit in the event of failure of the fan belt 18. To accomplish this purpose a safety control means is provided for energizing the engine ignition circuit with electrical energy derived solely from the generator 19 rather than from the storage battery as well as the generator, and since, as pointed out above, the generator 19 is driven by the fan belt 18 it will stop producing current when the fan belt 18 breaks. Thus the engine 10 will stop from lack of ignition current. However, since electrical energy from the storage battery must be utilized to energize the ignition circuit until the generator 19 is producing sulficient current to adequately energize the ignition circuit, means are provided in the present invention for automatically supplying the ignition circuit with electrical energy derived solely from the generator 19 and for electrically disconnecting the storage battery from the ignition circuit only after the engine 10 is started and the generator 19 is developing adequate current for the ignition circuit.

Referring to Figure 2, the engine ignition circuit includes an ignition switch 23 having one contact 24 thereof electrically interconnected with one end of the primary coil, not shown, of a conventional engine ignition coil 25 by means of a wire or conductor 26. The ignition coil 25 is grounded in the usual manner as indicated by numeral 27. A conductor 28 has one end thereof connected to the high-tension terminal of the ignition coil 25 and its opposite end connected to a contact 29 mounted on a conventional ignition distributor 30. The contact 29 is in sliding engagement with a rotor 31 which is driven by the engine 10 as indicated by broken line 32. The rotor 31 makes successive contact with contacts 33 when the engine 10 is driven. Each cylinder of the engine is provided with a spark plug 34 which is electrically interconnected with a respective contact 33. One electrode, not shown, of each spark plug 34 is grounded as indicated by numeral 35.

The engine starting circuit includes a starting motor 36 which is grounded as indicated by numeral 37. One terminal 38 of a conventional push-button type starter switch 39 is also connected .to the starting motor 36 by means of conductor 40. The engine crankshaft 14 which is initially rotated to start the engine 10 is operatively connected to the starting .motor .36 through the intermediary of a solenoid controlled pinion gear, not shown, and a ring gear 41 meshable with the pinion gear. The operative connection between the ring gear 41 and the starting motor 36 is shown diagrammatically by a broken line in Figure 2. The engine starting circuit includes a wire conductor 42 electrically interconnecting a contact 43 of the manually opera-ted starter switch 39, opposite the contact 38, to one terminal of a source of electrical energy, such as a storage battery 44. The other terminal of the storage battery 44 is grounded by means of a conductor 45. From the foregoing it is obvious that in order to energize the starting motor 36 it is necessary to manually actuate the starter switch 39 to its closed position to supply electric current to the starting motor through

conductors

37, 40, 42 and 45 from the storage battery 44.

A terminal 46 opposite the terminal 24 of the ignition switch 23 is electrically connected to the armature 47 of a control relay, designated generally by numeral 48, by means of a conductor 49. The relay 48 is enclosed within a housing 50. An L-shaped block 51 of insulating material is secured to the housing 50 and serves to support the armature 47. A contact element 52 is fixed to the free end of the armature 47 and is adapted to engage a contact element 53 supported within the housing 50 in one position of the armature 47. A conductor 54 leads from the contact element 53 to a connection with conduit 42. Thus with the ignition switch 46 closed, current flows from the battery 44 through conduit 42 to conduit 54, contacts 53, 52, armature 47, conduit 49 and conduit 26 to the ignition coil 25. To start the engine 10, the ignition switch 46 is closed and thereafter the starter push-button switch 39 is closed to supply electric current to the starting motor 36. As stated hereinbefore, it is an important object of the present invention to provide means for stopping the engine 10 by interrupting the electric current supplied to the ignition circuit in the event of failure of the fan belt 18. To accomplish this objective, the present invention contemplates automatically supplying the engine ignition system with electrical energy derived solely from the generator 19, which is also driven by the fan belt 18, once the engine 10 is started and the engine ignition system is initially supplied with electrical energy from the battery 44. The belt drive between the generator 19 and the engine 10 is shown schematically in Figure 2 by a broken line 55. The generator 19 is grounded in a conventional manner and the armature terminal is electrically interconnected withthe armature terminal of a conventional voltageregulator 56 by means of a conductor 57. In a similar manner the field terminal of the voltage regulator 56 is electrically interconnected with the field windings of the generator 19 by wire or conductor 58. A conductor 59 leads from the battery terminal of the voltage regulator 56 to the junction of

conductors

42 and 54. One contact 60 of a conventional spring-pressed switch 61 is connected to conductor 57 by means of a conductor 62. The other contact 63 of the switch 61 is spring-pressed into engagement with the contact 60. The contact 63 is connected to one end of a relay coil 64 and the opposite end of the relay coil 64 is grounded as indicated by numeral 65. The relay coil 64 includes a coil of wire wound on an iron core which functions as an electro magnet when current is flowing through the coil 64. The coil 64 must have a D. C. resistance of approximately 3 ohms (6 ohms for a 12-volt system), and the electro-magnetic field produced by the coil when current is flowing therethrough must be sufficiently strong to pull the movable armature to the left from the position shown in Figure 2 when the voltage across the relay coil 64 is approximately 5 /2 (11 for a 12-volt system) volts. When the armature 47 is actuated by the relay coil 64 the contact 52 engages the contact 66 supported by the housing 50, and when in this position the electrical circuit including armature 47 and contact 53 is interrupted. As the armature 47 moves to the left from the position shown in Figure 2, an insulated abutment 67 engages an arm 68 upon which the contact 63 of switch 61 is mounted causing the contacts 60 and 63 to move out of engagement with each other to break the flow of current from conductor 62 through the relay coil 64. A spring-pressed detent 69 is employed to yieldably maintain the armature contact 52 in either of its two positions of adjustment and includes a slidable pin '70 having a wedge-shaped tip portion 71' which is adapted to extend into either one of a pair of grooves 72, 73 formed in a block 74 of insulating material secured to the extremity of the armature 47. A spring 75 yieldably urges the tip portion 71 into either one of the grooves 72, 73, which grooves correspond to the two positions of the armature 47. The spring-loaded detent 69 must be sufliciently strong to insure a good electrical contact at either position of the armature 47, yet it must be weak enough to permit the electro magnet, of which relay coil 64 is a part, as well as a second electro magnet 76 i to be described presently, to move the armature 47 from one position to the other. The second electro magnet 76 includes a coil 77 encircling an iron core. One end of the coil 77 is grounded by a conductor 78 and the opposite end of the coil is electrically interconnected with the conductor 40 extending between the starting motor 36 and the terminal 38 of the starter switch 39 by means of a conductor 79.

In order to initially start the engine equipped with a safety control relay 48, the ignition switch 23 is first closed. Upon manual operation of the starter switch 39 to its closed position the starting motor 36 is supplied with electrical current from the battery 44 through

conductors

42 and 40. The starting motor 36 rotates the engine crankshaft 14 and thus the distributor rotor 31. Assuming that the armature 47 of the relay 48 is in the position wherein contact 52 is in engagement with contact 66, merely closing the ignition switch 23 prior to manual operation of the starter switch 39 to its closed position will not condition the ignition circuit for receiving electrical energy from the battery 44. However, when the starter switch 39 is moved to its closed position, current flows from the battery to conductor 42 through the switch 39, conductors 40 and 79 to the electro magnet '76 to energize the same. When this occurs, the magnetic field developed by the electro magnet 76 draws the armature 47 to the right and, as shown in Figure 2,

against the yieldable action of the detent 69. In this position contact 52 is in engagement with contact 53 and current is then supplied to the ignition circuit from the battery through conduit 54, contacts 53, 52, armature 47 and conductor 49. As in the operation of conventional engines, once the engine has commenced firing and running under its own power the starter button or switch 37 is released to thus deenergize the starting motor circuit. As the speed of the engine increases, the generator output voltage measured at the armature terminal increases from zero. This voltage causes a current to flow from the armature terminal through conductor 62, contacts 60 and 63 to one end of the relay coil 64, which has its opposite end grounded. When the voltage reaches approximately 5 /2 volts (11 volts for a 12 volt system) the magnetic field developed by the current flowing through the coil 64 is sufiiciently strong to pull the armature 47 to the left against the yieldable force of detent 69. When this occurs, the contact 52 is moved out of engagement with contact 53 and into engagement with contact 66. The tip portion 71 of the pin 70 then is disposed in the groove 73. Obviously, when this occurs the ignition circuit is no longer supplied with current from the battery 44 and is now supplied with electric current directly and solely from the generator 19. When the armature 47 moves from the position shown in Figure 2 to the left, the insulated abutment 67 engages a switch arm 68 to separate the contacts 60 and 63 to thus break the circuit for energizing the coil 64. If this was not done, there would be a constant current loss of slightly over two amperes through the relay coil 64 to ground, which energy, would be dissipated as heat. Thus the switch 61 in the relay coil circuit, which is open when the armature contact 52 is in engagement with contact 66, and although the relay coil 64 is no longer energized and hence the electro magnet is incapable of holding the armature 47 in a position wherein the con! tact 52 engages contact 66, the detent 69 is designed to be sufliciently strong to maintain the contact 52 in en gagement with contact 66.

In case of breakage of the fan belt 18, it will be appreciated that the fan 13 will stop turning with the result that the engine would soon overheat if not stopped. However, when the fan belt 18 breaks the generator 19 no longer will be driven and consequently the generator output voltage will decrease to zero. It will be appreciated that since energization of the ignition circuit is dependent upon the generator output when the fan belt 18 breaks the ignition circuit will no longer be supplied with electric current and consequently the engine 10 will stop running.

In lieu of the automatic means for resetting the relay armature 47 upon pressing the starter button 39, which includes electro magnet 76 and conductor 79, a manual reset button may be employed. The reset button, as shown in Figure 2, includes a rod 80 having one end provided with a headeclportion 81 disposed exteriorly of the housing 50. A spring 82 encircles the rod 80 and has one end abutting the underside of the head portion 81 and its opposite end abutting the housing 50 to bias the rod to the left, as viewed in Figure 2. The rod 80 is provided with a stop flange 83 which is secured to the rod intermediate its ends and it is adapted to abut one end of a cylindrical portion 84 integrally formed with and extending inwardly of the housing 50 in one of its positions. Normally the spring 82 biases the rod 80 to its retracted position wherein the flange 83 abuts the cylindrical projection 84. In order to reset the relay manually the head portion 81 is pressed to compress the spring 82, causing the free end of the rod to engage the armature 47 to force the same to the position shown in Figure 2. Upon release of the headed portion 81 the free end of the rod 80 is withdrawn from engagement with the armature 47 and is moved to a position where it will not interfere with the operation of the armature by the electro magnet including the coil 64.

The embodiments of the invention chosen for the purposes of illustration and description herein are those preferred for achieving the objects of the invention and for developing the utility thereof in the most desirable manner, due regard being had to existing factors of economy, simplicity of design and construction, and the improvements sought to be effected. It will be appreciated, therefore, that the particular structural and functional aspects emphasized herein are not intended to exclude but rather to suggest such other modifications and adaptations of the invention as fall Within the spirit and the scope of the invention as defined in the appended claims.

What is claimed is:

1. In an internal combustion engine having an electric ignition circuit, a storage battery, a cooling system and an electric generator, said cooling system and generator being operated by. a common engine-driven belt means, the combination of means operable to connect said battery to said ignition circuit, and means operating responsive to the operation of said generator for disconnecting said battery from said ignition circuit and for connecting said generator to said ignition circuit.

2. In an internal combustion engine having an electric ignition circuit, a storage battery, a cooling system and an electric generator, said cooling system and generator being operated by a common engine-driven belt means, the combination comprising'means operablealternative- 1y to connect said battery to said ignition circuit and to connect said generator to said ignition circuit, means operable to operate said first mentioned means to connect said battery to said ignition circuit, and means operating responsive to the operation of said generator to operate said first mentioned means to connect said generator to said ignition circuit.

3. In an internal combustion engine having an electric ignition circuit, a storage battery, and having a cooling system and an electric generator operated by a common engine-driven belt means, a contact arm movable between a pair of spaced apart contacts, circuit means connecting said contact arm to said ignition circuit, second circuit means connecting one of said pair of spaced apart contacts to said battery, third circuit means connecting the other of said pair of spaced apart contacts to said generator, means for moving said contact arm into contact with said one of said pair of spaced apart contacts, and means for moving said contact arm into contact with said other of said pair of spaced apart contacts.

4. In an internal combustion engine having an electric ignition circuit, a storage battery, and having 'a cooling system and an electric generator operated by a common engine-drivenbelt means, an electro-magnet, a contact arm movable between a pair of spaced apart contacts, said contact arm mounted for cooperation with said electro-magnet so that said contact arm is moved into contact with one of said pair of spaced apart contacts responsive to the energization of said electromagnet, circuit means connecting said contact arm to said ignition circuit, second circuit means connecting said one of said pair of spaced apart contacts to said battery, third circuit means connecting the other of said pair of spaced apart contacts to said generator, fourth circuit means including said battery and a switch connected to said 'electro-magnet for energizing said electro-rnagnet responsive to an operation of said switch, and means for moving said contact arm into contact with said other of said pair of spaced apart contacts.

5. In an internal combustion engine having an electric ignition circuit, a storage battery, and having a cooling system and an electric generator operated by a common engine-driven belt means, an electro-magnet, a contact arm movable between a pair of spaced apart contacts, said contact arm mounted for cooperation with said electromagnct so that said contact arm is moved into contact with one of said pair of said spaced'apart contacts responsive to the energization of said electro-magnet, circuit means connecting said contact .arm to said ignition circuit, second circuit means connecting said .one of said pair .of spaced apart contacts to said generator, third circuit means connecting the other of said pair of spaced apart contacts to said battery, means for initially moving said contact arm into contact with said other of said pair of spaced apart contacts, fourth circuit means connecting said electro-magnet and said generator for'energizing said electro-magnet responsive to the operation of said generator.

6. In an internal combustion engine having an electric ignition circuit, a storage battery, a cooling system including a rotary device and. an electric generator, said rotary device and generator being operated by a common engine-driven belt means, an electro-magnet, a contact arm movable between 'a pair of spaced apart contacts, said contact arm mounted for cooperation with said electro-magnet so that said contact arm is moved into contact with one of said pair of said spaced apart contacts responsive to the energiz-ation of said-electro-magnet, circuit means connecting said contact arm to said ignition circuit, second circuit meansconnecting said one of said pair of spaced apart contacts to said generator, third circuit means connecting the other O Said pa r of spaced apart contacts to said battery, fourth circuit means in cluding said electromagnet and said generator for energizing said electro-magnet responsive to the operation of said generator, a second electro-magnet adapted to move said contact arm into contact with said other of said pair of spaced apart contacts when energized, and fifth circuit means including said battery and a switch connected to said second electro-magnet for energizing said electromagnet responsive to an operation of said switch.

7. In an internal combustion engine having an electric ignition circuit, a cooling system including a rotary device and an electric generator, said rotary device and generator being operated by a common engine-driven belt means, a contact arm movable into and out of engagement with a contact, circuit means connecting said contact arm to said ignition circuit, second circuit means connecting said contact to said generator, means for moving said contact arm out of contact with said contact, electro-magnetic means responsive to the operation of said generator for moving said contact arm into contact with said contact when energized, third circuit means connecting said generator and said electro-magnetic means, means responsive to the movement of said contact arm into engagement with said contact for disconnecting said generator from said electro-magnetic means, and means for holding said contact arm into engagement with said contact independently of said electro-magnetic means.

8. A control system for an internal combustion engine having an electric ignition circuit, a storage battery, and having a cooling system embodying a rotary cooling device and electric generator driven by a common engine-driven belt means, comprising, a contact arm movable between a pair of spaced apart contacts, circuit means connecting said contact 'arm to said ignition circuit, second circuit means connecting one of said pair of spaced apart contacts to said battery, third circuit means connecting the other of said pair of spaced apart contacts to said generator, an electro-magnet adapted to move said contact arm into contact withtsaid one of said pair of spaced apart contacts when energized, fourth circuit means including said battery and a manually operable switch connected to said electro-magnet for energizing said electro-magnet responsive to closing of said switch, yieldable means for holding said contact arm into contact with said one of said pair of spaced apart contacts when said fourth circuit is deenergized, and means responsive to the operation of said generator for overcoming the holding action of said yieldable means and moving said contact arm into contact with said other of said pair of spaced apart contacts.

9. A control system substantially as set forth in claim 8, in which, said last-mentioned means includes a second electro-magnet and a fifth electrical circuit means connecting said generator and said second electro-magnet.

10. A control system substantially as set forth in claim 9, in which, said fifth circuit means includes a switch interposed between said generator and said second electromagnet, and actuating means adapted to open said switch upon movement of said contact arm into contact with said other of said pair of spaced apart contacts to disenergize said second electro-magnet, said yieldable means being etfective to hold said contact arm into contact with said other of said pair of contacts upon deenergization of said fifth circuit means.

117 A control system for an electric ignition type internal combustion engine having a cooling system comprising, an electric ignition circuit, a storage battery, a cooling fan, an electric generator, belt means driven by the engine adapted to drive said cooling fan and generator, a contact'arm movable between a pair of spaced apart contacts, circuit-means connecting said contact arm to said ignition circuit, second circuit means connecting one of said pair of spaced apart contacts to said battery, third circuit means connecting the other of said pair of spaced-apart :contacts to said generator, means for moving said contact arm into contact with said one of said pair of spaced apart contacts, an electro-magnet for moving said contact arm out of contact with said one of said pair of spaced apart contacts and into contact with said other of said pair of spaced apart contacts, fourth circuit means connecting said generator and said electro-magnet to energize the same, means responsive to movement of said contact arm into contact with said other of said pair of spaced apart contacts to deenergize said fourth circuit means, and means for holding said contact arm into contact with said other of said pair of spaced apart contacts independently of said electro-magnet.

12. A control system for an electric ignition type internal combustion engine substantially as set forth in claim 11, in which, said means for moving said contact arm into contact with said one of said pair of spaced apart contacts includes a second electro-magnet, and a fifth circuit connecting said second electro-magnet and said battery including manually-operable switch interposed between said battery and second electro-magnet.

13. In an internal combustion engine having a storage battery, a starting motor, a starting circuit connecting said battery and motor including a manually-operable starter switch controlling energization of said starting circuit, an ignition circuit, a cooling system embodying a rotary device and an electric generator, said rotary device and generator being operated by a common enginedriven belt means, a contact arm movable between a pair of spaced apart contacts, circuit means connecting said contact arm to said ignition circuit, second circuit means connecting one of said pair of spaced apart contacts to said battery, third circuit means connecting tne other of said pair of spaced apart contacts to said generator, electro-magnetic means for moving said contact arm into contact with said one of said pairs of spaced apart contacts when energized, fourth circuit means having one end connected to said starting circuit between said starter switch and starting motor and connected to said electromagnetic means whereby closing of said starter switch causes energization of said 'electro-magnetic means, and means for moving said contact arm into contact with said other of said pair of spaced apart contacts.

14. In an internal combustion engine substantially as set forth in claim 13, in which, said last mentioned means includes second electro-magnetic means responsive to the operation of said generator and fifth circuit means connecting said second electro-magnetic means and said generator.

No references cited.