US2952782A

US2952782A - Automatic engine starting circuit

Info

Publication number: US2952782A
Application number: US786647A
Authority: US
Inventors: Stanley J Woyden
Original assignee: Individual
Current assignee: Individual
Priority date: 1959-01-13
Filing date: 1959-01-13
Publication date: 1960-09-13
Anticipated expiration: 1977-09-13

Description

Sept. 13, 1960 s. J. woYDEN AUTOMATIC ENGINE STARTING CIRCUIT Filed Jan. 13, 1959 n raf/lm 6,95 Ffa/4Z Inn."

Y ArfQ/eA/D United States Patent O AUTOMATIC ENGINE STARTING CIRCUIT Stanley J. Woyden, 979 Summer St., Stamford, Conn.

Filed Jan. 13, 1959, Ser. No. 786,647

23 Claims. (Cl. 290-37) This invention is directed to a circuit `for starting an internal combustion engine, and more particularly to a device used in conjunction with conventional internal combustion engine starting mechanisms that will function automatically and/ or remotely, without the presence of a human operator.

Familiar combustion engines, such as the internal combustion automobile engine with a conventional selfstarting mechanism, are ignited by closing the ignition switch and actuating the starter motor. All existing starting mechanisms of which the inventor is aware, require the physical presence of a human operator at the engine.

Accordingly, it is an object of this invention to provide a circuit for the automatic ignition of an internal combustion engine by a signal from a remote location.

A further object of this invention is to provide a circuit for the automatic ignition of an internal combustion engine by a signal applied thereto at a predetermined time, without the presence of a human operator.

Another object of this invention is to provide a circuit for the automatic ignition of an internal combustion engine by a signal from a remote location which circuit will automatically terminate the operation of said engine on the occurrence of any one of a plurality of chosen events.

Another object of this invention is to provide a circuit for the automatic ignition of an internal combustion engine upon receipt of a signal `at a chosen time, said signal simultaneously actuating the starter motor and causing the proper amount and mixture of fuel to be fed to the combustion chambers of said engine.

Generally speaking, in accordance with the invention, a circuit is provided which at a predetermined time couples a potential source such as a storage battery, to the starter motor while at the same time coupling the potential source to the engine ignition system. The consequent 'actuation of the starter motor is terminated at a chosen, subsequent time, if the engine has not been started while at that same chosen time the ignition system is disconnected from the potential source. The circuit also includes means which disconnect and consequently stop the action of the starter motor as soon as the engine is started.

For a better understanding of the invention, together with other and further objects thereof, reference is had to the following description, taken in conjunction with the accompanying drawings, in which:

Figure 1 is a schematic diagram of one embodiment of this invention;

Figure 2 is a schematic diagram of an embodiment of this invention adapted for use with an automobile engine;

Figure 3 is a detailed View of a portion of the circuit shown in Figures l and 2;

Figure 4 illustrates a typical carburetor linkage arranged to cooperate with this invention.

Referring now to Figure 1, a potential source such as ICC one terminal of a storage battery, is shown connected to two parallel circuit branches A and B. A control device 18 having a switch associated therewith is connected in circuit branch B. One end of control device 18 is connected to the potential source, and the other end of control device 1S is connected to one end of a time delay switch 20. Time delay switch 20 may be any one of a number of commercially available switches which opens a predetermined time after current flows therethrough. The other end of time delay switch 20 is connected to one end of a coil 24a and the other end of coil 24a is returned to a point of common reference.

Switches 214]; and 24e, associated with coil 24a, are respectively in circuit branches C and D. Switches 24b and 24C each of which might typically comprise a xed pole and a rotor, are normally in an open position and are closed when the rotors are moved into contact with their respective xed poles following the energization of coil 24a.

Circuit branches C and D are in parallel with one another and with circuit branch E. One end of each of circuit branches C, D and E have one end connected together to circuit br-anch A, as shown. The other end of circuit branch C is connected to the engine ignition system, indicated at 26. Circuit branch E is also connected to ignition system 26 through switch 28e. Switch 28Cv might also comprise a lixed pole and a rotor arm, and, as shown, is normally in an open position.

The other end of circuit branch D is connected to the engine starter motor, indicated at 32, through switch 28b, which like switches 24h, 24C, and 28C, might comprise'a fixed pole and a rotor. Switch 28b, as shown, is normally in a closed position.

Associated with and controlling switches 28b and 28C is a coil, 28a. One end of coil 28a is connected to the engine generator, and the other end of the coil is returned to a point of common reference.

The operation of the circuit is as follows:

Control device 18 is actuated in a manner that will be more fully explained in connection with the description of yFigure 3. When the switch associated with control device 18 is closed, current passes through time delay switch 20 and coil 24a, to ground.

' The energization of coil 24a closes switches 24h and 24e by moving the rotors to their respective fixed poles, thus actuating engine starter motor 32 while simultaneously connecting the ignition system 26 to the engine.

Switches 2417 and 24C will remain closed for the period determined by time delay switch 20. Thereafter, whether or not the engine has started, coil 24a will be de-energized and switches 24b and 24e` will open, cutting oli starter motor 32 and disconnecting ignition system 26 from the engine.

If, before the expiration of the period permitted by time delay switch 20, the engine starts, coil 28a is energized by current therethrough from engine generator 30. Energization of coil 28a opens associated switch 281; by moving the rotor away from the xed pole, thereby cutting off starter motor 32. Simultaneously, the energization of coil 28a closes switch 28e by moving its rotor into contact with its fixed pole, thereby locking the ignition 26 into the circuit. Thereafter, should the engine stop for any reason, coil 28a will be de-energized, switch 28C will open and the ignition will be removed from the circuit.

Referring now to Figure 2 wherein an embodiment of the invention `adapted for use with an automobile engine is shown, like numerals refer to parts that are common to the circuit shown in this -iigure and Figure 1. Parallel circuits A and B are provided each containing a

safety fuse

10 and 12 respectively. One end of each of

fuses

10 and 12 yare connected to one terminal of an automobile storage battery. The other end of fuses and 12 are respectively connected to one end of

single pole switches

14 and 16. Switch 14 is normally in a closed position and is an optional safety feature of the invention. If incorporated in the circuit, switch 14 would be connected to the conventional engine hood and would open when the hood was open preventing accidental starting of the engine at such time.

Switch 16 is normally in an open position, and is connected to the gear selector mechanism such as the familiar gear shift lever. Switch 16 is connected so as not to be closed unless the gear selector mechanism has been placed in the proper starting position such as park, neutral, etc., depending on the make and model of the automobile used.

A control device, 18, is connected in circuit branch B, one end of control device 18 being connected to the other end of switch 14. Control device 18 is more fully illustrated in Figure 3 and will be explained in detail in connection with the description of that iigure. At this point it is sutiicient to note that control device 18 l may take one of several forms, or may be a combination of a plurality of such forms. Its function is to close a switch embodied therein, thereby completing circuit branch B through control device 18 at a selected time and open said switch at a subsequent time without the presence of a human operator being necessary.

l A switch, 17, is in circuit branch A, one end of switch 17 being connected to the other end of switch 16. Like switch 16, switch 17 is normally in an open position and is connected to the automobile Vhand brake so as to close only when the hand brake is set. As will be seen below, switch 17 is not necessary in those automobiles having a gear selector position in which the engine will start but the wheels will be locked, such as a Park position.

Time delay switch 20, having a pair of contacts 20a and a heating element 20b, is connected in circuit branch B, one of contact pair 20c and one end of heater element 20b being connected to the other end of control device 18. The other end of heater element 20b is returned to a point of common reference. Time delay switch contacts 20a are normally in a closed position until opened by the action of heater element 20h. Time delay switches may be obtained with diierent delay periods, and in the embodiment shown a delay period of approximately 45 seconds was selected although the invention will work equally well with delays of longer o1' shorter periods as will be more fully explainedbelow.

An indicator lamp 22 may be employed in connection with circuit branch B. One end of lamp 22 is connected to junction of control device 18 and time delay switch 2), and the other end of lamp 22 is returned to a point of common reference as shown. Indicator lamp 22 will light only when circuit branch B is completed through control device 18 when its closing associated switch is closed, and will be extinguished when circuit branch B is broken by the opening of either control device 18 or switch 14.

A coil 24a is connected in circuit branch B, one end of coil 24a being connected to the other one of contact pair 20a of time delay switch 20, the other end of coil 24a being returned to a point of common reference.

Parallel circuit branches C, D, E, and F are provided, each having one end connected together to circuit branch A at the other end of switch 17. Circuit branch C is connected to the automobile ignition system indicated at 26, through normally open switch 24b. Switch 24h, in the embodiment shown, comprises a xed pole and a rotor.

Circuit branch D is connected to the automobile starter motor indicated at 32 through series Connected switches 24e and 28b. Each of switches 24C and 28b comprise, in the embodiment shown, a xed pole and la rotor, switch 24C being normally in an openposition and switch 281; being normally in a closed position. Starter motor 32 has associated with it a solenoid 32a which controls and actuates the starter motor 32 by closing a switch associated therewith.

A second solenoid 52 is provided in circuit branch D, one end of solenoid 52 being connected to the junction of starter motor solenoid 32a and switch 28b, the other end of solenoid 52 being returned to a point of common reference. Solenoid 52 is -associated with the throttle advance of the automobile engine, placing that mechanism in the proper position to facilitate the start of the engine, and releasing thek choke flapper of the conventional automatic choke mechanism. This is more clearly shown in Fig. 4 wherein like numerals refer to like parts. In that figure it may be seen that energization of solenoid 52 so as to attract its core will rotate the conventional carburetor linkage in the same manner as does depression of the automobile gas pedal. The loop connection between solenoid 52 andthe carburetor linkage is illustrative of any type of relatively drag free 'connection that will not Vinterfere with regular engine performance. Inkthis 'case solenoid 52kmay be dispensed with.

Circuit branch E includes switch 28C having a iixed pole `and a rotor, switch 28a` being normally in an open position. `One end of switch 28C is connected to the junction of circuit branches C, D, E, and F, and the other end of switch 28e is connected to one end of switch 42. Switch 42 is a temperature responsive switch controlled by the engine temperature, #and is normally in a closed position, opening only when the engine temperature exceeds 'a safe degree. The other end of switch 42 is connected to one end of a temperature responsive switch 44 which, in the embodiment shown is also controlled by the engine temperature. Switch 44 is normally in a closed position and is opened when the automobile engine reaches a chosen operating temperature lower than the maximum safe engine temperature. Switches 42 and 44 may be any one ofseveral commercially available, temperature sensitive switches.

The other end of switch 44 is connected to one end of switch 46 which is a pressure responsive switch controlled by the pressure of the lubricant in the engine lubricating system. Switch 46 is normally in lan open position, closing only when the pressure of the lubricant reaches a safe level, and remaining closed only so long as the pressure does not fall below that safe level. The other end of switch 46 is connected to the automobile ignition system. v

In a simplified version of this invention, either one of switches 44 or 46 may be eliminated and a single heat responsive switch employed, chosen so as to open when the automobile engine temperature reaches a critical level, in which oase the Kautomobile engine when remotely started will normally run until the operator reaches it or it runs out of gas. Alternatively the single switch may be chosen so that the engine will run only until it reaches a normal operating temperature, shutting otf at that time. When both switches 44 and 46 are used, a bypass switch, 48 would be used, lconnected in parallel with switch 44, and optionally closed at the automobile dashboard when uninterrupted engine performance is desired at the next automatic start. When both switches 44and k46 are present and bypass switch 48 is not closed, the engine after being automatically started will run until it reaches its Vnormal operating temperature at which point it will stop by virtue of the opening of switch 46.

Circuitbranch F includes switchf28d which may comf prise a tix-ed pole and a rotor. Switch 28d is'normalily in open position, one end being connectedto the junction of parallel circuitbranches C, D, E, and F and the other end being connected to 'auxiliaryequipment indioatedby reference vnumerals 38` and 40'th'rough parallel control switches' 34 and S6. Switches 34 and 36 maybe mounted for operation on the automobile dashboard, and could control such equipment as the headlights, heater, or radio. As an additional optional feature, a second indicator lamp 50 may be provided, with one end connected to the junction of switch 28d and parallel switches 34 and 36, and the other end of indicator lamp 50 being returned to a point of common reference. If it were still desired to retain indicator lamp 50 when circuit branch F is omitted, it may be connected between the ignition system 26 and switch 46.

A coil 28a s provided, `associated with and controlling switches 28b, 28C and 28a'. One end of coil 28a is connected to the automobile generator indicated at 30 and the other end of the coil is returned to a point of common reference. When coil 28a is energized by current from generator 30, the rotors of switches 28e and 28d are closed by moving into contact with their respective xed poles, and switch 28b is opened by the moving of its rotor away from its xed pole.

The operation of the circuit shown in Figure 2 is as follows:

The operator, before leaving his automobile, places the gear selector mechanism in the proper start position thereby closing switch 16, and sets the hand brake closing switch 17. He also selects any auxiliary equipment he wants to be automatically turned on for him, such yas the automobile radio or heater, by selecting the appropriate one or ones of switches 34 and 36, and, if a mechanical throttle advance were provided, he would set that as well. Switches 34 and 36 could be auxiliary equipment switches depending on the model and particular car equipment. In addition, the operator would set control device 18 so as to automatically close an associated switch at a chosen future time. In other embodiments that will be discussed in connection with the description of Figure 3, there are alternative methods of actuating control devices other than the setting of a timing mech-anism.

At the chosen time control device 18 closes its associated switch and current flows from the potential source through safety fuse 10, engine hood switch 14 (assuming that the hood is properly closed), control device 18, contact pair 20a of time delay switch 20, and coil 24a to ground. In addition, indicator lamp 22 is lit indicating that control device 18 has functioned and the period for which time delay switch 20 will remain closed has begun to expire by virtue of current flowing through heater element 2011.

The flow of current through coil 24a energizes the coil and causes switches 2412 and 24e to close. The engine ignition system is now connected to the circuit through circuit branch C. Coincidentally, circuit branch D energizes starter motor solenoid 32a actuating starter motor 32 and also energizes solenoid 52 which controls the throttle advance and choke apper adjusting the amount and richness of the gas mixture fed to the engine. It should be noted that inasmuch as switch 23d is still open, no `auxiliary equipment is actuated thus preventing weakening of the battery, and also indicator lamp 50 remains unlit.

If, at the end of the period permitted by time delay switch 20, the engine has not started, contact pair 20a opens, coil 24a is de-energized, switches 24b and 24C open, the ignition is disconnected from the circuit and starter motor 32 ceases to operate as solenoid 32a is de-energized- Assuming that during the time allowed by switch 20 the starter motor has succeeded in starting the automobile engine, generator 30 energizes coil 28a opening switch 28h thereby cle-energizing starter motor solenoid 32a and cutting olf the starter motor. Energization of coil 28a -also closes switches 28C and 28d, the latter switch permitting the auxiliary equipment to function if either or have been selected by the operator. When switch 28e is closed, the ignition is connected to the circuit through circuit branch F yonly if the lubricant pressure has risen suiciently to close switch 46 and if the temperature of the engine is not high enough to open either of switches 42 or 44. Until the ignition system 26 is connected directly to the engine and to the source of potential by closing the conventional ignition switch through insertion of a key, -the continued running of the engine is dependent upon the maintenance of circuit branch A. Hence, anything that opens switch 16, such as the gear selector mechanism being placed in a drive position either accidentally or feloniously, immediately stops the motor, as does the opening of switch y17 by release of thehand brake. Of course if initially opened, the engine would not start.

In the circuit shown in Figure 2, if bypass switch 48 had not been previously closed by the operator, the car engine will run until the engine reaches its normal operating temperature at which time switch 44 opens, removing the ignition from the circuit, and stopping the motor. It should be noted that whenever the motor stops, generator 30 also stops, coil 28a is de-energized and switches 28C and 28d open. This automatically cuts off any auxiliary equipment selected in circuit branch F as well as removing the ignition from the circuit. The closing of switch 2817 when coil 28a is de-energized is not material since by then coil 24a has been (ie-energized and switch 24C is again in an open condition.

If the operator had closed switch 48 bypassing switch 44, then the automobile engine would continue to run until the operator came to use it or until the motor stopped for one of the plurality of other possible reasons.

Referring now to Figure 3, it is seen that control device 18 may include just one type of actuating device for closing the switch associated therewith, or instead may have several. In Figure 3, parts that are common to this circuit portion and the circuit shown in Figures l or 2 are designated by the same reference numerals. In the embodiment shown in this figure control device 18 includes a mechanical timer 18a which may be a l2 or 24 hour timer of a type commercially available. Timer 18a is set for a certain time, at which time the timer rotor makes contact with the xed pole of the timer switch completing circuit -branch B. In a preferred embodiment of this invention, timer 18a is of a type -that will open its associated switch a chosen time after the switch has been closed. This is not essential, however, since as long as timer 18a has its switch closed, current will be passing through heater element 20b holding contacts 20a open after a predetermined time, but is preferred to eliminate drain on the potential source.

Also included in control `device 18 may be a radio receiver 18g having a switch associated therewith. As is shown, receiver 18g is connected in parallel with timer 18a, bypassing the timer when the receiver switch is closed. A radio transmitter, 18h is also provided which, in cooperation with receiver 18g will close switch 18j associated with the receiver when the transmitter is actuated to broadcast on the appropriate frequency thereby energizing coil 18k associated with and controlling switch 18j.

The final illustrated component of control device 18 is a manually operated switch and circuit. Two leads, 18e and 18j are connected to a manually operated, double pole switch 181'. Where the engine to be ignited is at a fixed location, driving a generator that is to be remotely controlled, then leads 18f and 18e may be connected directly to switch 181' which would be located at some distant station. Where, however, the engine yto be started is itself mobile, as for example Ithe automobile engine referred to in connection with the description of Figure 2, then a different arrangement is advantageous. Inthe latter case leads 18e and 18f are connected to two terminals of a plug receptacle, 18d, such as a conventional female plug, which might be mounted on the chassis of the automobile. A male plug 18C is provided which is connected to the switch 131'. Plug 13C might typically be located in the garage of a house, and switch l8r' might be in the bedroom, kitchen or other room ofthe house proper, where it could be conveniently closed to automatically start the car.

In a preferred embodiment of' this invention, the leads of

indicator lamps

22 and 50 are connected to plug receptacle 13 and the lamps are mounted on the panel that contains switch 181', thereby being available to the operator to indicate when his car is starting, and when or if it has in fact started. Timing device 18a would be mounted at the engine to be started, eg. on an automobile dashboard, together with the throttle advance control if a mechanical one were used.

While this application shows and describes certain preferred embodiments of the invention and the best mode at which i-t is contemplated employing that invention, it should be understood that modifications and changes may be made without departing from the spirit and scope thereof, as will be clear to those skilled in the art.

I claim:

l. In an internal combustion engine having a potential source, an ignition system, a starter motor, and a generator, a circuit for remotely `and automatically starting said engine including first means for connecting said potential source to said ignition system and to said starter motor at a predetermined time, second means connected to said first means for disconnecting said potential source from said ignition system and said starter motor a chosen period time after its connection thereto and third means connected to said generator for simultaneously disconnecting said potential source from said starter motor and connecting said potential source to said ignition system when said generator is actuated, thereby bypassing said first and second means by the start of said engine.

2. The circuit described in claim l wherein said first means includes a timing device having a normally open switch associated therewith, said timing device closing said switch `at a chosen, preselected time, thereby connecting said potential source to said ignition system and to said starter motor.

3. The circuit described in claim 2 wherein said timing device further includes means for opening said associated switch a predetermined time after it has been closed.

4. The circuit described in claim l wherein said first means includes a manually operated switch at a remote location, leads detachably connecting said switch to said circuit whereby closing of said manually operated switch will connect said potential source to said ignition system and to said starter motor.

5. The circuit described in claim l wherein said first means further includes a wireless receiver and a wireless transmitter, said wireless receiver having a normally open switch associated therewith, said switch associated with said receiver being closed upon receipt of a chosen signal by said receiver from said transmitter,

6. The circuit described in claim 4 wherein said first means further includes a timing device having a normally open switch associated therewith, said timing device closing said lopen switch at a chosen, preselected time and opening said switch a predetermined time after it has been closed, said timing device being connected to said circuit in parallel with said manually operated switch.

7. The circuit described in claim 4 wherein said first means further includes a wireless signal transmitter and a wireless signal receiver, said receiver having a switch associated therewith, said switch being closed upon receipt of a chosen signal by said receiver from said transmitter, said switch `associated with said receiver being connected in said circuit in parallel with said manually operated switch.

Y 8. The circuit Idescribed in claim 7 wherein said first means further includes a timing device having a normally open switch associated therewith, said switch associated with said timing device being connected in said circuit in parallel with said manually operated switch and with said switch associated with said receiver, said timing device closing said switch associated therewith at a chosen preselected time thereby connecting said potential source to said ignition system and to said starter motor.

9. In an internal combustion engine having a potential source, an ignition system, a starter motor, and a generator, `a circuit for remotely and automatically starting said engine including Vrst switch means connected to said potential source constructed and arranged to be automatically closed .at a chosen time, delay switch means connected to said first switch means for opening said circuit lat a predetermined time after said first switch means is closed, relay switch means connected to said delay switch, said relay switch having at least first and second `fixed poles and associated rotors in a normally open position, said first and second rotors contacting their respective associated fixed poles only when both said first switch means `and said delay switch are closed, said first and second fixed poles and .rotors respectively connecting said starter motor and said ignition system to said potential source, `and second relay switch means having least third and fourth fixed poles and associated rotors, said third fixed pole `and rotor being normally in an open position, said fourth fixed pole and -rotor being normally in a closed position, said third fixed pole and rotor being connected between said potential source and said ignition system, said fourth fixed pole and rotor being connected between said starter motor yand said first fixed pole and rotor of said first relay switch, said third and fourth fixed poles and rotors being respectively closed and opened when said generator is actuated by the start of said engine.

l0. A circuit for the remote, automatic ignition of an internal combustion engine having an ignition system, a generator, a starter motor, and a source of potential, comprising a first circuit branch connected to said source of potential, first switch means in said first circuit branch constructed and arranged to be automatically closed at a predetermined time, a time delay switch in said first circuit branch connected in series with said rst switch means, said time delay switch being automatically opened `a chosen period of time after said first switch means is closed, a first solenoid in said first circuit branch, one end of said solenoid being connected to said time delay switch and the other end of said solenoid being returned to a point of common reference, a second circuit branch connected to said source of potential, said second circuit branch being connected in parallel with said first circuit branch, third, fourth and fifth circuit branches, said third, fourth and fifth circuit branches being connected in parallel ywith one another, one end of each of said third, fourth and fifth circuit branches being connected together to said second circuit branch, second and third switches respectively connected in said third and fourth circuit branches, said second and third switches being normally in yan open position, said second and third switches being closed only while said first solenoid is energized, said third circuit branch being connected to said starter motor through a fourth switch connected in series with said second switch, said fourth circuit branch being connected to said ignition system, said fifth circuit branch being connected to said ignition system through a fifth switch, said fourth switch being normally in .a closed position said fifth switch being normally in an open position, a second solenoid associated with said fourth and fifth switches, one end of said second solenoid being connected to said generator, the other end of said second solenoid being connected to a point of common reference, said fourth switch being opened and said fifth switch being closed only while said second solenoid is energized by said generator, whereby when said first switch means in said first circuit branch is automatically closed, said starter motor will be actuated by potential applied thereto through said third circuit branch until said third circuit branch is opened by said time dela switch in said first circuit branch or by the energization of said second solenoid opening said fourth switch when said engine is started.

11. The circuit described in claim 10 wherein said first switch means in said first circuit Ibranch includes a timing device, a normally open switch associated with said timing device, said timing device closing said associated switch at a chosen, preselected time.

l2. The circuit described in claim ll wherein said first switch means in said first circuit branch further includes a manually operated switch at a remote location, leads detachably connecting said switch to said first circuit branch in parallel with said timing device and said associated switch whereby closing of said manually operated switch completes said first circuit branch from said potential source through said first solenoid to a point of comrnon reference.

`13. The circuit described in claim 11 wherein said first switch means in said first circuit branch further includes a wireless signal transmitter and a wireless signal receiver, said receiver having a normally open switch associated therewith, said receiver and said switch `associated with said receiver being connected in parallel with said timing device and said manually operated switch, said switch associated with said receiver being closed upon receipt of a chosen signal by said receiver from said transmitter.

I14. The device described in claim 8 adapted to be used in lan engine having a protective casing, wherein said first circuit branch includes a fifth switch, said fifth switch being connected between said source of potential and said automatically actuated switch means, said fifth switch being in a normally closed position and being opened only when said protective casing of said engine is not properly in place, whereby the automatic starting circuit will not begin to operate while said protective casing is out of place and said engine will not stop after being started if said casing is thereafter moved.

15. The circuit described in claim l adapted for use in 4an automobile having a gear selector mechanism, wherein said second circuit branch includes a sixth switch connected between said source of potential and the junction of said third, fourth and fifth circuit branches, said sixth switch being in a normally open position and being closed only when said gear selector mechanism is in a chosen start position whereby said automatic starting circuit will not operate when said gear selector mechanism is left in any position other than said chosen position, and said engine will stop after being started when said gear selector is moved out of said chosen position unless said ignition system is connected directly to said source of potential by the conventional key operated ignition switch of said automobile.

116. The circuit described in claim l5 adapted for use in an automobile having a hand brake, wherein said second circuit branch further includes a twelfth switch connected between said sixth switch and the junction of said third, fourth and fifth circuit branches, said twelfth switch being in a normally open position and being closed when said hand brake is applied, whereby said automatic starting circuit will not operate when said hand brake is not on, land said engine will stop after being started when said hand brake is released unless said ignition system is connected directly to said source of potential by the conventional key operated ignition switch.

17. The circuit described in claim 8 adapted for use in an automobile having fuel mixture and amount regulating mechanisms wherein means are provided for controlling said fuel regulating mechanisms whereby said engine will be in condition to start when the switch associated with said control device is automatically closed actuating said starter motor.

18. The circuit described in claim 10 adapted for use in an -automobile having a fuel mixture and amount regulating mechanism, wherein a third solenoid is provided, associated with said fuel regulating mechanism, one end of said third solenoid being connected to said fourth circuit branch `between said starter motor and said third switch, the other end of said solenoid being returned to a point of common reference, whereby energization of said third solenoid occurring coincidentally with the actuating of said starter motor, causes the correct amount and mixture of fuel to be fed to said engine.

y19. The circuit described in claim l0 wherein said fifth circuit branch includes `a seventh switch connected between said fourth switch and said ignition system, said seventh switch being a heat responsive switch and being normally in a closed position, opening only when the temperature of said engine reaches a predetermined point.

20. The circuit described in claim 19 wherein said fifth circuit branch includes an eighth switch connected between said seventh switch and said ignition system and a ninth switch connected in parallel with sai-d eighth switch one end of said ninth switch being connected to the injunction of said eighth switch and said seventh switch, the other end of said ninth switch being connected to the junction of said eighth switch and said ignition system, said eighth switch being a temperature responsive switch in a normally closed position, said ninth switch being a manually operated switch in a normally open position, said eighth switch opening when the temperature of said engine reaches `a second predetermined temperature lower than the temperature which opens said seventh switch, the opening of said eighth switch stopping said engine unless said ninth switch is closed, whereby said seventh switch prevents said engine from overheating, and said eighth switch shuts off said engine when said engine reaches its normal operating ternperature.

21. The circuit described in claim 10 adapted for use with an engine having a lubricating system wherein said fifth circuit branch includes a tenth switch connected between said fourth switch and said ignition system, said tenth switch being a pressure responsive switch in -a normally open position, said tenth switch being closed only when the pressure of the lubricant in said lubricating system reaches a predetermined level.

22. The circuit described in claim 10 wherein a sixth circuit branch is provided, in parallel with said third, fourth and fifth circuit branches and connected to said second circuit branch at the junction of said third, fourth and fifth circuit branches, an eleventh switch connected in said sixth circuit branch, one end of said eleventh switch being connected to the junction of said third, fourth, fifth and sixth circuit branches, a plurality of control switches in said sixth circuit branch, said control switches being connected in parallel with one another, one end of each of said control switches being connected to the other end of said eleventh switch, said control switches being in a normally open position and being selectively manually closed, said eleventh switch being normally in an open position and being closed only while said second solenoid is energized by said generator, each of said control switches controlling auxiliary equipment associated with said engine, whereby said control switches are operative only while said engine is running.

23. The circuit described in claim l2 wherein said manually operated switch at a remote location includes a panel, a four pole switch mounted on said panel, first and second indicator lamps mounted on said panel, a four terminal plug, a four wire cable connecting said first, second, third and fourth poles of said switch to said first, second, third and fourth terminals of said plug, a four terminal plug receptacle mounted on said engine, the first, second, third and fourth terminals of said plug being detachably connected to terminals of said receptacle, the first terminal of said receptacle being connected to the junction of said timing device and said potential source, the second terminal of said receptacle being connected to the other end of said timing device, the third terminal of said receptacle being connected to said fourth terminal branch, the fourth termi-4 nal of said receptacle being returned to a point ,of c omf mon reference, said rst indicator lamp being connected to said second and fourth switch poles, said second indicator lamp being connected to said third `and fourth switch poles.

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Smith May 14, Perhats Dec. 25, Schaeffer Apr. 1, Merritt Aug. 5, Banden et a1. Dec. 28, Schiier June .5, Taylor May 7, Trip Nov. 11,