US2402564A - Automatic starter - Google Patents

Description

June 1946. E. L. LuAcE ET AL AUTOMATIC STARTER Filed Jan. 22, 9447 ENTORS L UA ATTORNEYS IN 8. CR

' INV E L. V

Patented June 25, 1946 AUTOMATIC STARTER Enrique L. Luaces and Melvin A. Crosby, Dayton,

Ohio, assignors to Chemical Developments Corporation, Dayton, Ohio, a corporation of Ohio Application January 22, 1944, Serial No. 519,222

2 Claims. (Cl. 290-38) This invention relates to control systems and, in particular, to automatic control systems. It is the purpose of this invention to provide an automatic control system for the starting of internal combustion engines or other similar automotive power plants.

According to this invention, a means is provided whereby an internal combustion engine such as an automobile or truck engine, may be started automatically in response to the closing of the ignition switch. The system for accomplishing this result includes a means responsive to a stimulus or stimuli created by the power plant for rendering the control system inoperative after the power plant has commenced to run under its own power.

Accordingly, it is the primary object of this invention to provide an improved automatic starting system for automobile engines, or the like, in which the starting of the said engine is completely automatic in response to the closing or the ignition switch.

This and other objects will become apparent upon reference to the following description taken together with the attached drawing, in which:

Figure 1 is a diagrammatic view of an engine equipped with the automatic starting circuit of this invention;

Figure 2 is a sectional view of a switch used in this circuit, in the open position;

Figure 3 is a view similar to Figure 2, but with the switch closed; and

Figure 4 is a fragmentary diagrammatic view of an alternative type of switch.

General arrangement The invention is generally shown in Figure 1, where it will be seen to comprise an internal combustion engine having a starting motor associated therewith for driving the same during the starting period and an automatic control circuit for controlling the energization of the said motor.

The starting motor is adapted to be energized from a battery or other source of electric power and, is normally operated only during the time that the engine is being started and is deenergized when the engine is running under its own power.

An electric ignition system comprising sparking plugs and the usual type of distributor is provided in connection with the internal combustion engine.

According to the invention, electrical means is provided which interlocks the ignition system with the circuit to the starting motor and provides for simultaneous energization of both. A

switch, preferably a centrifugal switch driven by the motor, is included in the electrical circuit which controls the energization of the starting motor and is operable to deenergize the same in response to the attainment of a predetermined speed by the engine,

Detailed description Referring now to Figure 1, the internal combustion engine or power plant which it is desired automatically to start is indicated at Ill. The engine ii) is provided with sparking plugs II which are connected by leads l2 to a distributor iii, the distributor being driven from the motor It! by any well known means and is attached thereto as at M.

An induction coil l5 supplies current at a high tension through the lead It to the distributor 13. The coil i5 is supplied with current thru a wire l'l, leading to the distributor within which are the usual make and break contacts. A wire l8 conducts current to the distributor from a battery IS, an ignition switch 20 being provided for completing the circuit from the battery to the wire IS. The battery is grounded as at 2| and the coil 15 is grounded as at 22 thereby providing a complete circuit from the battery through the coil when the ignition switch 20 is closed. Associated with the engine in is a starting motor 25 which is adapted, when energized, to move the pinion 26 into driving engagement with the fly wheel gear 21 with the engine ID, The motor 25, when deenergized, permits the'disengagement of the pinion 26 from the gear 2'! in a manner which is well known in the art.

The starting motor 25 is adapted to be energized from the battery I9 through a wire 28, a contactor '29, a wire 30 and thence to ground at 3|. It will be apparent that the closing of the cont-actor 29 is effective to provide for direct connection between the battery and the starting motor to energize the same.

The energization of the contactor 29 is accomplished when the ignition switch 20 is closed by means of a wire 32, a normally closed switch generally indicated at 33, a wire 34 and the ground connection 35.

The switch 33 is a normally closed centrifugal type switch and is driven from any suitable rotating part of the engine Ill, such a from the fly wheel gear 21. For obtaining a driving connection between the gear 2'! and the switch 33 a pinion 35 is provided on the shaft '36 which latter extends into the switch casing for the purpose of operating the said switch.

2,402, sea

The switch 33 is more particularly shown in Figures 2 and 3 and will be seen therein to comprise a substantially cylindrical casing member 31 which is divided internally into a plurality of chamber portions. These chamber portions comprise an electrical switch portion generally indicated at 38, a dash-pot or delaying portion generally indicated at 39 and the centrifugal actuator portion generally indicated at 40.

The actuator portion 40, in the right hand end of the casing 31, is closed, at the right end thereof, by the closure plate 4| through which the shaft 36 extends. The shaft 36 terminates within the portion 40 in a bifurcated end part 42. The bifurcations 42 are provided with pins 43 upon which are pivotally mounted the weighted bell crank arms 44. The arms 44 are provided with slots on their inwardly disposed ends as at 45 and are adapted to engage a roller 45 on a shaft 41, the shaft extending into an axial bore 48 in the end of the drive shaft 36. The shaft 41 is fitted at its outer end with a ball joint 49, the purpose of which is to provide relatively friction free engagement between the shaft 41 and the plunger 50.

The plunger 50, which extends through the dash-pot 39 and also through the switch portion 38, is provided within the portion 39 with a piston which closely fits within the bore 52. The piston 5| is further provided with the axial bores 53 which permit the passage of fluid from one side of the piston to the other as the same reciprocates within the bore 52. The bore 52 is closed by suitable closure plates at the ends thereof and a closed cylinder is thereby provided for creating, in cooperation with the piston 5|, the desired dash-pot eifect.

Within the switch portion 38 there is mounted a pair of contacts 54, suitably insulated from the casing 31 by insulating sleeves or washers. Reciprocable within the chamber 38 is a member 55 which is adapted, when in the right hand position, to engage the contacts 54 and to complete a circuit therebetween. The member 55 is suitably mounted on an insulating member such as 56, the latter being slidable on the plunger 50. A collar 51 pinned or otherwise suitably secured to the plunger 50 is adapted to engage the member 56 and move the same leftwardly to interrupt the circuit between the contacts 54.

A spring 58 within the chamber 38 continuously urges the member 56 towards the right and a spring 59 within the chamber 39 continuously urges the piston 5i and the plunger 50 rightwardly.

Referring to Figure 3, the switch is shown in the closed position, that is, the shaft 36 is not rotating, the spring 59 has urged the plunger- 50 to the right and the spring 58 has moved the members 56 and 55 to the right to close the circuit between the contacts 54.

Referring now to Figure 4, the plunger 50 may be provided with a pair of spaced collars 60 which are adapted to engage an arm 6! of a toggle switch generally indicated at B2. The switch 62, similarly to the contacts 54 and the member 55, is adapted to close a circuit between the wires 32 and 34, and also it is adapted, in response to a predetermined movement of the plunger 50, electrically to interrupt the said circuit.

Operation In operation, the engine [0 is started as follows: The ignition switch 20 is closed thereby completing a circuit from the battery 19, through the Wire l8, the distributor i3 and the wire l1 to the coil IS. The coil is thereby energized for the purpose of supplying high voltage impulses through the distributor to the sparking plugs Ii.

Simultaneously with the ignition of this circuit, a circuit is established from the battery l9 through the switch 20 and the wire 32 to the switch 33 which, being closed, completes the circuit to the wire 34 which is connected to the solenoid of the contactor 29. The solenoid of the contactor 29 is thereby energized and closes the contacts associated therewith.

The closure of the contactor 29 completes a circuit from the battery l9 through the wires 28 and 30 to the starting motor 25, thereby energizing the same. The starting motor 25, being energized, drives the pinion 26 into engagement with the gear 21 and commences to rotate the engine IQ. After a short period of rotation the engine It! will commence to run under its own power and at a greater speed.

When the engine l0 commences to run under its own power, the increase in speed thereof over the cranking speed imparted thereto by the starting motor 25, is effective to cause the centrifugal actuator of the switch 33 to open the said switch thereby to interrupt the circuit of the battery to the contactor 29. The contactor 29, being deenergized, now opens and interrupts the circuit from the battery to the starting motor 25 thus deenergizing the said motor. The deenergization of the motor 25 is effective to permit the pinion 26 to move out of engagement with the gear 21 and the motor 25 and associated parts remain inoperative until it is desired to institute a new starting operation.

Thus, it will be seen that, in response to the closing of the ignition switch 20, the engine ID has been started automatically and the starting apparatus has been subsequently rendered inactive, in response to a predetermined stimulus created by the started engine.

It will be apparent that the cranking speed of the engine when being driven by the motor 25 may be sufficiently great to cause the switch 33 to open. For this purpose the dash-pot arrangement within the chamber 39 is provided, the opening and closing of the switch being delayed thereby. In this manner it is possible not only to crank the engine rapidly to start the same, but also to prevent the cranking period from extending so long a time that the battery is injured. For example, the bores 53 may be so proportioned that the engine may be cranked at full speed for a period of, say, 30 seconds, after which the switch opens and a certain time delay will occur before a new cranking cycle can be instituted.

Likewise, should the engine I0, during the operation thereof under its own power, fall to a speed below that at which the switch 33 is maintained in an open position, the delaying action of the dash-pot will prevent the closing of the switch for a predetermined time thereby permitting the engine to resume its normal speed without the energization of the starting circuit. Thus, an overload of normal duration, that is, of fairly short duration, is not effective to cause energization of the starting circuit.

It will be seen, therefore, that the starting circuit of this invention provides automatic means for starting the engine, in response to the closing of the ignition switch, also provides means for preventing harmful overloading of the battery,

and further permits the operation of the engine for a period of time at abnormally low speeds when the same is of short duration.

It will be understood that various modifications may be made in the circuit and structure without in any way departing from the spirit of this invention.

Accordingly, we desire to comprehend such modifications and substitution of equivalents as come within the scope of the invention and appended claims.

We claim:

1. In a control system for effecting the automatic starting of an internal combustion engine having an electric ignition system and an electric starting motor; the combination of a first means responsive to the energization of said ignition system for energizing said starting motor, a second means responsive to a predetermined cranking speed of said engine for deenergizing said starting motor and to a predetermined lower speed of said engine for again energizing said motor, means associated with said second means and operable to delay the deenergization of said starting motor in response to the attainment of said predetermined cranking speed 'by said engine, and other means associated with said second means and operable to delay the energizing of said starting motor in response to the attainment of said predetermined lower speed by said engine, both said first and said second named delay means comprising a two-way dash pot, means connecting said second means to said dash pct whereby after said second means has responded to said predetermined speed, said dash pot is in a neutral position and capable of restraining movement of said second means in either of two directions, said dash pot being operable in either of two directions only during movements of said starting motor.

2. In a control system for effecting the automatic starting of an automotive engine, the combination of a motor for driving said engine during the starting period thereof, centrifugally actuated means adapted, in response to a predetermined speed, to render said motor ineifective and, in response to a predetermined lower speed, to again cause said motor to be efiective, means for driving said centrifugally actuated means by said engine, and means associated with said centrifugally actuated means for delaying the action thereof in response to both of said predetermined speeds, said means associated with said centrifugally actuated means comprising a two-way dash pot, means connecting said dash pot to said centrifugally actuated means whereby after said centrifugally actuated means has responded to said predetermined speed said dash pot is in neutral position and capable of restraining movement of said centrifugally actuated means in either of two directions, said dash pot being operable in said two directions only during movements of said starting motor..

E. L. LUACES. MELVIN A. CROSBY.

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