US3593697A

US3593697A - Engine starting system

Info

Publication number: US3593697A
Application number: US774962A
Authority: US
Inventors: Donald A Ciolli
Original assignee: VICTOREEN LEECE NEVILLE Inc
Current assignee: Prestolite Electric Inc; VICTOREEN LEECE NEVILLE Inc
Priority date: 1968-11-12
Filing date: 1968-11-12
Publication date: 1971-07-20
Anticipated expiration: 1988-07-20
Also published as: GB1228285A

Abstract

A vehicle engine starting system providing solenoid-operated positive engagement of the starting pinion with the ring gear on the engine flywheel before the starting motor is energized and inertia-operated disengagement of the pinion when the engine begins to overrun the starting motor. The system has an electrical lockout which positively prevents reengagement of the pinion as long as the engine ignition switch remains closed.

Description

United States Patent Donald A. Ciolli [72] Inventor Cleveland, Ohio [2]] Appl. No 774,962

[22] Filed Nov. 12, 1968 [45] Patented July 20, I971 [73] Assignee Victoreen Leece Neville, Inc.

Cleveland, Ohio [54] ENGINE STARTING SYSTEM 26 Claims, 2 Drawing Figs.

[52] U.S.Cl ..l23/179 BG, 74/6, 290/37 [51] Int. Cl ..F02n 17/00, F02n 1 1/08 [50] Field of Search 74/6, 7; 123/179 A, 179 B, 1791;290/37-40 [56] References Cited UNITED STATES PATENTS 2,705,291 3/1955 Loehr 123/179 1,307,177 6/1919 Bijur 74/6 1,773,913 8/1930 Loehr et a1. 123/1793 2,429,388 10/1947 Buxton 290/38 3,053,243 9/1962 Domann v 1 123/179 B 3,163,769 12/1964 Keuchen et a1, 290/38 3,264,484 8/1966 Keuchen v. 290/38 3,407,306 10/1968 Huntzinger 290/38 3,443,112 5/1969 Huntzinger 290/38 Primary ExaminerMark M. Newman Assistant ExaminerRonald B. Cox Att0rneyYount, Flynn & Tarolli ABSTRACT: A vehicle engine starting system providing solenoid-operated positive engagement of the starting pinion with the ring gear on the engine flywheel before the starting motor is energized and inertia-operated disengagement of the pinion when the engine begins to overrun the starting motor. The system has an electrical lockout which positively prevents reengagement of the pinion as long as the engine ignition switch remains closed.

VEHICL5 LOAD AND ENG/N' IGNITION "13/ C/RC U! 7' PATENTEU JUL 20 19?:

VEH/CLE LOAD AND L ENG/N5 IGN/ TION 3/.

CIRCUIT FIGZ IN VENTOR. DONALD A. C/OLL/ ATTOR/VYS ENC INE STARTING SYSTEM This invention relates to an engine starting system, particularly for the engine of an automotive vehicle.

Various engine starting systems, particularly for automotive vehicles, have been used which employ a starting motor con- Y nected to drive a pinion which is to mesh with a ring gear con- Another principal type of such starting systems employs an inertia-type drive for both bringing the starter motor-driven pinion into engagement with the engine-connected ring gear and disengaging them when the engine begins to overrun the starting motor. Because the starting motor is energized before engagement of the pinion, this system has the disadvantage that the pinion may be rotating relatively fast when it is brought into engagement with the ring gear because of a delay in the inertia-operated movement of the pinion toward engagement due to dirt or other foreign matter in the inertiaoperated drive. As a result, damage to the pinion and ring gear teeth or failure to bring the pinion into meshing engagement with the ring gear may occur.

A principal object of the present invention is to provide a novel and improved engine starting system which avoids these disadvantages by combining electrically operated positive engagement of the pinion before the starting motor is energized, inertia-operated disengagement of the pinion once the vehicle engine begins to overrun the starting motor, and positive lockout of the pinion after it has been disengaged.

Another object of this invention is to provide such an engine starting system in which the inertia-operated disengagement of the starting motor-driven pinion causes the starting motor and the solenoid to be deenergized automatically.

Another object of this invention is to provide an engine starting system having an electrical control circuit with a novel and improved lockout for positively preventing reengagement of the pinion as long as the ignition switch for the vehicle engine remains closed.

Further objects and advantages of this invention will be apparent from the following detailed description of a presently preferred embodiment thereof, with reference to the accompanying drawing in which:

FIG. 1 illustrates schematically in longitudinal section the mechanical portion of the present starting system; and

FIG. 2 is a schematic electrical circuit diagram of the control circuit in the present engine starting system.

Referring to FIG. 1, the present engine starter comprises a rotary, longitudinally splined, axially-fixed shaft which is driven by the starting motor M in FIG. 2, and a drive pinion 11 which is adapted to be driven from shaft 10 as explained hereinafter. The drive pinion 11 is shiftable axiallyof the shaft 10 into and out of meshing engagement with the usual ring gear 12 on the flywheel of the vehicle engine.

The drive pinion 11 is splined to the outside of an annular pinion-carrier 13 which surrounds the starting motor-driven shaft 10. The splined connection of the pinion 11 to the pinion carrier has a slight spiral twist or pitch which causes the pinion to turn on the pinion carrier when one moves axially with respect to the other, in order to facilitate the meshing engagement of the pinion with the ring gear 12.

At its left end in FIG. 1 the pinion carrier has a reduced diameter portion 13a on which are mounted an annular thrust plate 14 and a flanged sleeve 15. The sleeve 15 is held in place on the reduced end portion 13a of the pinion carrier by a snap ring 16. The thrust plate 14 is engaged snugly between the inner end of sleeve 15 and an annular, radially disposed shoulder 13b on the pinion carrier. A coil spring 17 is engaged under compression between the thrust plate 14 and the drive pinion l1, urging the pinion to the right along the pinion carrier 13 for engagement with a snap ring 18 carried by the pinion carrier. This spring yields if the pinion is initially brought into abutting engagement with the ring gear 12 and then, after the pinion has turned on the pinion carrier enough to clear this abutting engagement, the spring forces the pinion into meshing engagement with the ring gear.

The sleeve 15 is connected through a suitable linkage, designated schematically by the dashed line 19, to the reciprocating armature 20 of a solenoid 21- provided with a conventional return spring (not shown) which normally maintains the armature 21 in an extended position (to the right in FIG. 1). The arrangement is such that, when the solenoid 21 is deenergized and its armature 20 is in its extended position, the unitary assembly of sleeve 15, plate 14, pinion carrier 13 and pinion 11 is retracted to the left along shaft 10 from the position shown in FIG. 1 to a position in which the flanged left end of sleeve 15 abuts against a brake washer 29 located in front of a wall portion 28a of the stationary housing for this mechanism. When solenoid 21 is energized to retract its armature 20, the unitary assembly of sleeve 15, plate 14, pinion carrier 13 and pinion 11 is shifted to the right along shaft 10 to the FIG. 1 position, in which the pinion meshes with the engine-driven ring gear 12.

A drive sleeve 22 is engaged between the shaft 10 and the pinion carrier 13. This drive sleeve is splined to the shaft 10 for movement axially along the shaft and is in screw-threaded engagement with the pinion carrier by virtue of external Acme threads 23 on the drive sleeve engaging complementary internal screw threads 24 on the pinion carrier. At the left end of its screw threads 24 in FIG. 1 the pinion carrier presents a radially disposed, annular internal shoulder 25 which limits the movement of the drive sleeve 22 to the left. with respect to the pinion carrier.

A disengagement sleeve 26, which rotatably receives the splined shaft 10, extends into pinion carrier 13 to provide a limit stop for the movement of the drive sleeve 22 to the right. This disengagement sleeve has its right end abutting against a flanged bushing 27 mounted in another wall portion 28b of the housing.

In the operation of this mechanism, to start the vehicle engine, the driver closes a start switch (34 in FIG. 2) to energize the solenoid 21, as described hereinafter, which then shifts the pinion carrier 13, pinion 11 and drive sleeve 22 to the right along shaft 10 to the position shown in FIG. 1, in which the pinion meshes with the ring gear 12 connected to the vehicle engine. At this time the drive sleeve 22 is positioned along the pinion carrier 13 as shown in FIG. 1, abutting against the stop shoulder 25 on the pinion carrier and spaced from the disengagement sleeve 26.

With the pinion l1 meshing with ring gear 12, the starting motor M is started and the rotation of shaft 10 begins. The inertia or reaction force of the vehicle engine opposes the rotation of the pinion [I initially. Consequently, with the pinion 11 and pinion carrier 13 in a nonrotating condition, the rotation of shaft 10 causes the drive sleeve 22 to be forced axially against the internal shoulder 25 on the pinion carrier. When such axial force occurs, the pinion carrier 13 and pinion 11 begin to rotate in unison with the shaft 10 driven by the starting motor M, and the rotation of pinion 11 is imparted through ring gear 12 to the vehicle engine.

After the vehicle engine has been started by the driver, by closing an ignition switch (30 in FIG. 2), as described hereinafter, the engine will reacha speed such that the ring gear 12 connected to the engine flywheel will begin to run faster than the speed imparted to the pinion 11 by the starting motor M. Consequently, gear 12 will cause the pinion 11 and pinion carrier 13 to begin to rotate faster than shaft 10 and drive sleeve 22. Due to the screw-threaded engagement between the pinion carrier 13 and the drive sleeve 22, the

place against the magnetic force exerted by the still-energized solenoid 21 which is acting on the pinion carrier through the armature 20 and linkage 19. The force exerted by the leftward-moving pinion carrier 13 against the solenoid armature '20 will force the armature toward its extended position, overcoming the magnetic force exerted by the solenoid,-and opening a set of solenoid contacts to deenergize the starting motor and a holding circuit for the solenoid, as explained hereinafter with reference to FIG. 2.

The solenoid 21 is deenergized by the inertia-operated movement of the pinion carrier to the left in FIG. 1 before the pinion 11 is completely disengaged from the ring gear 12. When the solenoid becomes deenergized, its return spring insures the completion of the movement of the solenoid armature 20 to its fully extended position. Such movement of the armature 20, acting through the linkage 19, causes the continued movement of the sleeve 15, pinion carrier 13 and pinion 11 to the left in FIG. 1 until the pinion is completely disengaged from the ring gear 12 and the sleeve 15 is thrust frictionally against the brake washer 29. This frictional restraint slows down the rotation of the sleeve 15, pinion carrier l3 and pinion 11 to a speed below that of shaft 10 and drive sleeve 22. Consequently, at this time, because of the screwthreaded engagement between the pinion carrier 13 and the drive sleeve 22, the drive sleeve will move tothe left along the pinion carrier until it again engages the latters internal shoulder 25, at which time the drive sleeve 22 and shaft 10 are braked to a stop along with the sleeve 15, pinion carrier 13 and pinion l1.

Referring to FIG. 2, the electrical control circuit in the present-starting system includes a normally open ignition switch30 connected in series with the vehicle load and engine ignition circuit 31 across a direct current power source, such as the vehicle battery 32.

The starting motor M is connected in series with a set of normally open solenoid contacts 33 across the power source 32. Contacts 33 are closed when the armature is pulled in by the solenoid 21, when the solenoid is energized and at a time when the meshing engagement of the pinion 11 with the ring gear 12 is assured.

The solenoid is connected in series with a normally open, push button, starting switch 34 and a set of normally closed contacts 35, 36 across the power source 32.

A first coil 37 for opening the contacts 36, 35 is connected in series with a semiconductor rectifier 38 between the ignition switch and the solenoid contacts 33. When energized, coil 37 moves the mobile contact 36 away from the fixed contact 35 and into engagement with a fixed contact 39 connected to the juncture 40 between coil 37 and the anode of rectifier 38.

A second coil 41 is connected in parallel with the starting motor M and when energized it closes a set of normally open contacts 42, 43. The fixed contact 43of this set is connected to the starting switch 34, and the mobile contact 42 is conthe same time, as described with reference to FIG. 1, the energization of solenoid 21 causes the pinion 11 to be moved into meshing engagement with the ring gear 12.

Also, the closing of the solenoid contacts 33 completes the energization circuit for coil 41, which closes its contacts 42, 43 to provide a holding circuit for maintaining solenoid 21 energized independent of contacts 35 and 36. However, it is to be understood that the continued energization of the solenoid depends upon the drivers holding the starting switch 34 closed.

Now, when the vehicle driver closes the ignition switch 30 to start the vehicle engine, the coil 37 is energized through the ignition switch, rectifier 38 and the now-closed solenoid contacts 33. Coil 37, when thus energized, opens its contacts 36, 35 and closes its contacts 36, 39 to complete a holding circuit for itself which is independent of the solenoid contacts 33.

After the vehicle engine has reached a certain speed, as described, to cause the pinion carrier 13 to force the solenoid armature 20 toward its extended position (against the magnetic force exerted on it by the still-energized solenoid 21), the opening of the solenoid contacts .33 breaks the energization circuit for the starting motor M and coil 41. When coil 41 is deenergized, its contacts 42, 43 reopen, breaking the holding circuit for solenoid 21,.so that solenoid 21 now is deenergized and cannot be reenergized while coil 37 remains energized, which'condition prevails as long as the ignition switch 30 for the vehicle engine remains closed. Consequently, the driver cannot restart the starting motor M as long as the vehicle engine remains running.

From the foregoing description it will be evident that the disclosed embodiment of the present engine starting system provides solenoid-operated positive engagement of the starting motor-driven pinion with the ring gear connected to the engine, inertia-operated disengagement of the pinions from the ring gear once the engine begins to overrun the starting motor, and a novel control arrangement which insures that once the pinion is disengaged it cannot be reengaged as long as the engine ignition switch remains closed.

While a presently preferred embodiment of this starting system has been described in detail with reference to the accompanying drawing, it is to be understood that various modifications, omissions and adaptations which depart from the disclosed embodiment may be adopted without departing from the scope of the present invention.

Having described my invention, 1 claim:

1. In a starting system for performing an operation to star an engine, a drive gear engageable with an engine gear on the engine to crank the latter for starting, a cranking motor for driving the drive gear, a switch means for controlling the engine comprising a switch to effect engagement of the drive gear with the engine gear and a cranking of the engine, said starting system further comprising first means responsive to the change in driving relationship between the drive and engine gears for disengaging the drive gear from the engine gear on the starting of the engine and second means for rendering the continued actuation of said switch after the engine starts ineffective to effect a reengagement of the drive gear with the engine gear upon any subsequent interruption of operation of the engine.

2. In a starting system for an engine as defined in claim 1 wherein said second means comprises an-initial energization path for the switch means which is made to start the cranking and which is opened after the cranking starts and a second energization path for the switch means which is opened on the starting of the engine.

3. In a system for starting an engine as defined in claim 2 wherein said lockout means opens said first circuit path on the cranking of the engine and a second circuit path for effecting energization of the cranking motor is closed during the cranking of the engine and said second means includes means for opening said second circuit path on starting. a

4. In a cranking apparatus as defined in claim 3 wherein said second means includes means responsive to the disengagement of said drive gear from the engine gear to open said second path.

5. In a cranking apparatus for performing an operation to start an engine having an engine gear thereon wherein said cranking apparatus comprises a cranking motor, a drive gear driven by the cranking motor and engageable with said engine gear to drive the same and disengageable at the termination of the starting operation switch means for controlling the engine comprising a switch actuated to the closed position to effect the starting operation, first means comprising a first circuit path for effecting the engagement of the drive gear with the engine gear and a cranking of the engine on the closing of said switch and second means operated to disengage the drive gear from the engine gear on the starting of the engine and lockout means actuated during the starting of the engine to lockout said first circuit path before the engine starts and prevent reengagement of said drive and engine gears by'continued actuation of said switch after the starting of the engine compris ing electrical means actuated in response to the starting operatron.

6. in a system for starting an engine as defined in claim 5 wherein said lockout means opens said first circuit path on the cranking of the engine and a second circuit path for effecting energization of the cranking motor is closed during the cranking of the engine and said second means includes means for opening said second circuit path on starting.

7. In a system as defined in claim 6 wherein said lockout means comprises means actuated during the starting of the engine to lockout said first circuit path before the engine starts.

8. In a starting system for performing an operation to start an engine, a drive gear engageable with an engine gear on the engine, to crank the latter, switch means for controlling the engine comprising a switch actuated to effect engagement of the drive gear with the engine gear and a cranking of the engine, said starting system further comprising first means for disengaging the drive gear from the engine gear on the starting of the engine and second means actuated during cranking and electrically energized while the engine continues to run for rendering repeated operation of said switch after the engine starts ineffective to reengage said drive gear with said engine gear while said engine continues to run, said second means including an initial energization path for the switch means which is made to start cranking and opened after cranking starts and a second energization path for the switch means which is opened on the starting of the engine.

9. In a cranking apparatus for performing an operation to start an engine having an engine gear thereon wherein said apparatus comprises a cranking motor, a drive gear driven by the cranking motor and engageable with said engine gear to drive the same and disengageable at the termination of the starting operation, switch means for controlling the engine comprising a switch actuated to the closed position to effect the starting operation, first means comprising a first circuit path for effecting the engagement of the drive gear with the engine gear and a cranking of the engine on the closing of said switch and second means operated independently of the actuation of said switch to disengage the drive gear from the engine gear on the starting of said engine, lockout means for preventing reengagement of said drive gear with the engine gear by continued actuation of said switch after the starting of the engine comprising electrical means actuated in response to the starting operation, said lockout means including means actuated during the starting of the engine to lockout said first circuit path before the engine starts.

10. A starting system according to claim 9, wherein said electrically operated means comprises a solenoid having a movable armature operatively coupled to said pinion to move the pinion into engagement with said gear in response to the energization of the solenoid, and said means for preventing the reengaging of the pinion with said gear comprises: a set of normally closed contacts connected to said solenoid to control its energization, and a first coil connected to the run switch to be energized when the run switch isclosed, said first coil being operable when energized to open said normally closed contacts, a set of normally open contacts connected to said solenoid to control its energization, and a second coil operative when energized to close said normally open contacts to complete an energization circuit for the solenoid, said second coil being connected across said starting motor to be energized when the starting motor is energized and to be dcenergized when the starting motor is deenergized.

11. A control circuit for an engine starting system having a power source, said control circuit comprising: a starting motor; a solenoid having a movable armature; a starting switch connected to the solenoid to complete an initial energization circuit for the solenoid from the power source when the starting switch is closed; a set of contacts connected to said starting motor and actuatable in response to the energization of the solenoid to complete an energization circuit for the starting motor from the power source; an engine run switch; means connected to said contacts for completing a holding circuit for said solenoid when said contacts are closed and for opening said holding circuit in response to opening of the run switch while said contacts are open; and means for opening said initial energization circuit for the solenoid to leave the continued energization of the solenoid dependent on said holding circuit, said last-mentioned means being operative following the opening of said contacts to prevent a repeat energization of said solenoid and said starting motor by a repeat closing of said starting switch as long as said run switch remains closed.

12. A control circuit according to claim 1 1, wherein said initial energization circuit for the solenoid includes a set of normally closed contacts, and said means for opening said initial energization circuit comprises a coil connected to said run switch for energization from the power source through the run switch when the latter is closed, said coil means for opening said initial energization circuit comprises a coil connected to said run switch for energization from the power source through the run switch when the later is closed, said coil being operative when energized to open said normally closed contacts in said initial energization circuit for the solenoid.

13. In starting system for an engine including a drive pinion for meshing with and driving gear on the engine to start the latter, a solenoid for shifting the pinion into mesh with the gear, a starting motor for driving said pinion, said pinion being moved out of mesh with said gear upon the starting of the engine, first contacts actuated on the shifting of said pinion to engage said gear to energize said motor and opened when said pinion moves out of mesh with said gear, a run switch which is closed on starting and maintained closed during running, a first circuit for energizing said solenoid including a start switch, a second circuit for energizing said solenoid made through said start switch in response to the closing of said first contacts and opened in response to a condition indicating the starting of said vehicle, lock out circuit means made after the energization of said solenoid and the closing of said first contacts for opening said first circuit to prevent energization thereof by said start switch, said run switch being in the circuit with the lockout circuit means to maintain the lockout circuit means after the lock out circuit means opens said first circuit.

14. ln a starting system as defined in claim 13 wherein said lockout circuit means is energized in response to the closing of said first contacts.

15. ln a starting system as defined in claim 13 wherein holding electrical relay means is energized on the closing of said first contacts to make said second circuit for energizing said solenoid.

16. In a starting system as defined in claim 15 wherein said holding electrical relay means has said first contacts connected in series therewith and is energized through said first contacts.

17 In a starting system as defined in claim 13 wherein said lockout circuit means comprises lockout relay means, said lockout relay means having relay contacts in said first circuit which are opened in response to the energization of said lockout relay means, and said lockout relay means is energized through said first contact upon the closing thereof.

18. In a starting system as defined in claim 17 wherein said lockout relay means is energized through said run switch.

19. In a starting system as defined in claim wherein said lockout circuit means comprises lockout relay means, said lockout relay means having relay contacts in said first circuit which are opened in response to the energization of said lockout relay means and said holding relay means and said lockout relay means are energized through said first contacts.

. In a starting system as defined in claim 15 wherein said "cranking motor for starting a vehicle engine while the vehicle engine is running; comprising a first circuit path for effecting the initial energization of the cranking motor, a normally open second circuit path for effecting energization of the cranking motor which is closed on the starting of the cranking motor and opened in response to starting of the engine, and means for opening the first circuit path after the second circuit path is closed and for maintaining the first circuit path open until the engine is stopped, said second circuit path being opened by inertia operated means which deenergizes the cranking motor in response to starting of the engine and which maintains the cranking motor dcenergized while the engine is running.

22. A circuit as in claim 21 including a run switch wherein said run switch is closed before said first circuit path is opened.

23. In a cranking apparatus as set forth in claim 22 wherein said second means further includes means which is operated in response to a change in the driving relationship between said drive gear and engine gear to effect disengagement of said drive gear from the engine gear.

24. An engine starting system comprising a starting motor, a pinion shiftable into engagement with or disengagement from a gear. coupled to the engine, drive means for coupling said starting motor to the pinion to impart rotation from one to the other, electrically operated means for shifting the pinion into engagementwith said gear comprising a start switch, means for disengaging the pinion from said gear on the starting of the engine and means operated in response to the'disengagement of the pinion for rendering'the' continued actuation of said start switch after the engine starts ineffective to effect a reengagement of the pinion with the gear coupled to the engine upon any subsequent interruption of operation of the engine.

25. An engine starting system comprising a starting motor, a pinion shiftable into engagement with or disengagement from a gear coupled to the engine, drive means for coupling said starting motor to the pinion to impart rotation from one to the other, electrically operated means for shifting the pinion into engagement with said gear comprising a start switch, means for disengaging the pinion from said gear on the starting of the engine, said means for disengaging the pinion comprising inertia-operated means in said drive means operable to deenergize the starting motor after the engine begins to overrun the starting motor and further comprising an engine run switch closed to run the engine, and means operated in response to the disengagement of the pinion for preventing said electrically operated means from reengaging the pinion with said gear while said run switch remains closed. 26. In a cranking apparatus for performing an operation to start an engine having an engine gear thereon wherein said cranking apparatus comprises a cranking motor, a drive gear driven by the cranking motor and engageable with said engine gear to drive the same and disengageable at the termination of the starting operation, switch means for controlling the engine comprising a switch actuated to the closed position to effect the starting operation, first means comprising a first circuit path for effecting the engagement of the drive, gear with the engine gear and a cranking of the engine on the closing of said switch, and second means operated in response to starting of the engine to disengage the drive gear from the engine gear, said second means including lockout means actuated during the starting operation to lockout said first circuit path to render continued actuation of said switch after the engine starts ineffective to effect a reengagement of the drive gear with the engine gear upon any subsequent interruption of operation of the engine.

Claims

2. In a starting system for an engine as defined in claim 1 wherein said second means comprises an initial energization path for the switch means which is made to start the cranking and which is opened after the cranking starts and a second energization path for the switch means which is opened on the starting of the engine.

3. In a system for starting an engine as defined in claim 2 wherein said lockout means opens said first circuit path on the cranking of the engine and a second circuit path for effecting energization of the cranking motor is closed during the cranking of the engine and said second means includes means for opening said second circuit path on starting.

5. In a cranking apparatus for performing an operation to start an engine having an engine gear thereon wherein said cranking apparatus comprises a cranking motor, a drive gear driven by the cranking motor and engageable with said engine gear to drive the same and disengageable at the termination of the starting operation switch means for controlling the engine comprising a switch actuated to the closed position to effect the starting operation, first means comprising a first circuit path for effecting the engagement of the drive gear with the engine gear and a cranking of the engine on the closing of said switch and second means operated to disengage the drive gear from the engine gear on the starting of the engine and lockout means actuated during the starting of the engine to lockout said first circuit path before the engine starts and prevent reengagement of said drive and engine gears by continued actuation of said switch after the starting of the engine comprising electrical means actuated in response to the starting operation.

10. A starting system according to claim 9, wherein said electrically operated means comprises a solenoid having a movable armature operatively coupled to said pinion to move the pinion into engagement with said gear in response to the energization of the solenoid, and said means for preventing the reengaging of the pinion with said gear comprises: a set of normally closed contacts connected to said solenoid to control its energization, and a first coil connected to the run switch to be energized when the run switch is closed, said first coil being operable when energized to open said normally closed contacts, a set of normally open contacts connected to said solenoid to control its energization, and a second coil operative when energized to close said normally open contacts to complete an energization circuit for the solenoid, said second coil being connected across said starting motor to be energized when the starting motor is energized and to be deenergized when the starting motor is deenergized.

12. A control circuit according to claim 11, wherein said initial energization circuit for the solenoid includes a set of normally closed contacts, and said means for opening said initial energization circuit comprises a coil conneCted to said run switch for energization from the power source through the run switch when the latter is closed, said coil means for opening said initial energization circuit comprises a coil connected to said run switch for energization from the power source through the run switch when the later is closed, said coil being operative when energized to open said normally closed contacts in said initial energization circuit for the solenoid.

14. In a starting system as defined in claim 13 wherein said lockout circuit means is energized in response to the closing of said first contacts.

15. In a starting system as defined in claim 13 wherein holding electrical relay means is energized on the closing of said first contacts to make said second circuit for energizing said solenoid.

16. In a starting system as defined in claim 15 wherein said holding electrical relay means has said first contacts connected in series therewith and is energized through said first contacts. 17 In a starting system as defined in claim 13 wherein said lockout circuit means comprises lockout relay means, said lockout relay means having relay contacts in said first circuit which are opened in response to the energization of said lockout relay means, and said lockout relay means is energized through said first contact upon the closing thereof.

19. In a starting system as defined in claim 15 wherein said lockout circuit means comprises lockout relay means, said lockout relay means having relay contacts in said first circuit which are opened in response to the energization of said lockout relay means and said holding relay means and said lockout relay means are energized through said first contacts.

20. In a starting system as defined in claim 15 wherein said lockout circuit means comprises lockout relay means, said lockout relay means having contacts in said first circuit which are opened in response to the energization of said lockout relay means and said lockout relay means is energized through said run switch to maintain the lockout relay means energized after the opening of said first circuit.

21. A lockout circuit for preventing the reenergization of a cranking motor for starting a vehicle engine while the vehicle engine is running; comprising a first circuit path for effecting the initial energization of the cranking motor, a normally open second circuit path for effecting energization of the cranking motor which is closed on the starting of the cranking motor and opened in response to starting of the engine, and means for opening the first circuit path after the second circuit path is closed and for maintaining the first circuit path open until the engine is stopped, said second circuit path being opened by inertia operated means which deenergizes the cranking motor in response to starting of the engine and which maintains the cranking motor deenergized while the engine is running.

24. An engine starting system comprising a starting motor, a pinion shiftable into engagement with or disengagement from a gear coupled to the engine, drive means for coupling said starting motor to the pinion to impart rotation from one to the other, electrically operated means for shifting the pinion into engagement with said gear comprising a start switch, means for disengaging the pinion from said gear on the starting of the engine and means operated in response to the disengagement of the pinion for rendering the continued actuation of said start switch after the engine starts ineffective to effect a reengagement of the pinion with the gear coupled to the engine upon any subsequent interruption of operation of the engine.

25. An engine starting system comprising a starting motor, a pinion shiftable into engagement with or disengagement from a gear coupled to the engine, drive means for coupling said starting motor to the pinion to impart rotation from one to the other, electrically operated means for shifting the pinion into engagement with said gear comprising a start switch, means for disengaging the pinion from said gear on the starting of the engine, said means for disengaging the pinion comprising inertia-operated means in said drive means operable to deenergize the starting motor after the engine begins to overrun the starting motor and further comprising an engine run switch closed to run the engine, and means operated in response to the disengagement of the pinion for preventing said electrically operated means from reengaging the pinion with said gear while said run switch remains closed.

26. In a cranking apparatus for performing an operation to start an engine having an engine gear thereon wherein said cranking apparatus comprises a cranking motor, a drive gear driven by the cranking motor and engageable with said engine gear to drive the same and disengageable at the termination of the starting operation, switch means for controlling the engine comprising a switch actuated to the closed position to effect the starting operation, first means comprising a first circuit path for effecting the engagement of the drive gear with the engine gear and a cranking of the engine on the closing of said switch, and second means operated in response to starting of the engine to disengage the drive gear from the engine gear, said second means including lockout means actuated during the starting operation to lockout said first circuit path to render continued actuation of said switch after the engine starts ineffective to effect a reengagement of the drive gear with the engine gear upon any subsequent interruption of operation of the engine.