US2068484A - Automatic starting system - Google Patents

Description

Jan. 19, 1937. 1. E. COFFEY AUTOMATIC STARTING SYSTEM Filed Sept. 24, 1954 4 Sheets-Sheet l [k l/EN E COFFEY INVEN TOR.

A TTO RNE Y.

Jan. 19, 1937. COFFEY 2,068,484

AUTOMATIC STARTING SYSTEM Filed Sept. 24, 1934 4 Sheets-Sheet 2 RVEN E. COFFEY //v vsm-ale A TTORNE Y.

Jan. 19, 1937. l E C FFEY 2,068,484

AUTOMATIC S TARTING SYSTEM Filed Sept. 24, 1934 4 Sheets-Sheet 3 F1 G. 3. FIG. 4.

6 5a 62 H HHHHH HHHH 6 HHHH 56 FIG. 5. F'IG. 6.

[kl/5N E. COFFEY 11\VENTOR.

ATTORNEY.

Jan. 19, 1937. l. E. COFFEY 2,068,484

AUTOMATI G STARTING SYSTEM Filed Sept. 24, 1954 4 Sheets-Sheet 4 [RI/EN E. COFFEY INVENTOR.

A TTORN E Y.

Patented Jan. 19 1937 UNITED STATES PATENT OFFICE 14 Claims.

This invention relates to automatic starting devices for internal combustion engines, and particularly to the provision of means for controlling the supply of current to the starting motor in accordance with the operating condition of the engine and its various control devices, such as the ignition switch, accelerator pedaL'etc.

Prior to this invention, devices have been provided for automatically supplying current to opcrate the starting motor when the ignition switchwas turned on or when the accelerator pedal was depressed and these devices were in some cases provided with means for discontinuing the supply of current to the starting motor when the engine began to run under its own power. These devices, however, have not been entirely satisfactory in operation, due to various defects in principle and in construction, and it is the object of this invention to provide a new and generally improved and simplified control device for governing the supply of current to the starting motor in accordance with the need for its operation.

The invention will be fully understood from the following description and accompanying drawings, referring to which;

Figure 1 is a diagram of a control system embodying a preferred form of my invention;

Figure 2 is a diagram showing a system embodying the invention in a somewhat simplified form.

Figure 3 is a detail view showing a longitudinal cross section of the suction-influenced relay switch.

Figure 4 shows the same device as Figure 3, but with the parts in a different operating position.

Figure 5 is an end view of the device shown in Figures 3 and 4.

Figure 6 is a wiring diagram of the device shown in Figures 3, 4 and 5.

Figure 7 is a detail sectional view of a speed responsive device for cutting off the supply of current to the starting motor.

Figure 8 is an'end view of the device shown in Figure 7.

Figure 9 is a sectional diagram of the speed responsive device taken along the lines 9-9 of Figure 7.

Figure 10 is a detail sectional view showing parts of the speed responsive device in the high speed operating position.

The reference numeral I indicates an internal 55 combustion engine having a. crank shaft 2, an

intake manifold 3, and a generator 5. The generator is driven by any suitable means, such for instance as a belt 6 driven by a pulley I mounted on the crank shaft and passing over the'pulley- 8 mounted on the generator shaft 9. The gen- 5 erator may be provided with field coils I0 and outlet brushes II and 2, the latter being grounded and the former being connected to the reverse current relay switch indicated at l3. This is the device ordinarily mounted on the generators of automotive internal combustion engines for the purpose of preventing the flow of a heavy current from the battery to the generator when the generator voltage is below that of the battery.

The starting motor includes the armature 4 mounted on the shaft 80, live brushes l5, grounded brushes It, and field coils H. The usual gears or connections (not shown) for engaging the fly wheel of the engine whenever the starting motor is set in operation are provided. These connections may be of any suitable type, but preferably in the form of what is known as the Bendix drive, or a solenoid operated device for causing the starting motor gear to engage the gear on the fly wheel. Both types are well known and need no further description.

The engine is-provided with a storage battery It which has one terminal grounded and the other terminal connected by an electrical conductor l9 thru the ammeter to the ignition switch terminals 2| and 22. The ignition switch is provided with a rotatable blade 23 which may be turned to the right with reference to Figure 1 for the purpose of connecting terminal 2| with the outlet terminal 24, or alternatively it may be rotated to the left with reference to Figure 1 for the purpose of connecting together the terminals 22, and 26. Terminals 24 and 25 are connected together by means of the wire 21 which in turn is connected by means of wire 28 to the primary coil 29 of the ignition coil. The primary coil 29 is grounded thru the breaker arm 30 thru which the circuit is opened and closed by means of the rotating cam 3|. A condenser 32 is connected across the breaker points to prevent excessive sparking. The secondary coil of the spark coil is indicated at 33 and this is connected by means of the wire 34 to the distributor 35.

The current supply to the starting motor is controlled by a. switch 31 which is operated by a solenoid 38. One terminal of the switch 31 is connected to the electrical conduit [9 by means of a wire 39 and the other side of the switch 31 is connected to the starting motor by means of a wire 40. The iron core 4| of the solenoid is normally held in the position shown in Figure 1 by the coil spring 42, but when current is passed thru the solenoid coil 38 the copper disk or switch 43 makes contact with both sides of the switch 31 simultaneously, thereby closing the circuit for current to fiow to the starting motor.

The travel of the solenoid core4| and copper disk 43 is limited by means of the bracket 44. The spring 42 and also the solenoid core 4| are so constructed and arranged that more current is required to flow thru the solenoid 38 to start the movement of the solenoid core to the left with respect to Figure 1 than is required to retain it in that position, or in other words the further the solenoid core 4| projects out of the coil 36 the more current has to fiow thru the coil in order to overcome the spring tension.

The terminal 26 of the ignition switch is connected by means of a wire 45 to a resistance element which is preferably in the form of the filament 46 of an electric light bulb 52. The nature of this resistance element is such as to pass a larger current when the filament is cold than when it is hot, so that when the current is first turned on with the filament cold a substantial amount of current may flow for the purpose of operating a relay switch, but after the current has been flowing long enough to heat the filament to incandescence, the resistance is increased so as to cause a substantial drop in the amperage. One terminal of filament is connected by means of a wire 41 to a switch 48 which may be operated by the accelerator pedal 49 or any other suitable control device.

It is not absolutely necessary to include the switch 48 in the circuit and the connection 41 may be connected directly to the wire 5!] if clesired. However, I prefer to include the switch 48 because this insures that the operator will depress the accelerator pedal to open the throttle slightly before the starting motor is turned on. It will be understood that this is desirable particularly in starting the motor under low temperature conditions.

The showing of Figure 1 is purely diagrammatic but it will readily be understood that the device indicated at 5| is a conventional carburetor having a throttle valve (not shown) mounted on shaft 53 which is controlled by opcrating lever 54 and some kind of linkage or connections, such as indicated at 55 is provided for causing the throttle valve 52 to open when the accelerator pedal 49 is depressed.

The wire 50 is connected to a solenoid relay switch having a housing 65 which is mounted on or connected to the intake manifold of the engine in such a manner as to be influenced but not completely controlled by the suction conditions therein.

The solenoid relay switch will be best understood upon reference to Figures 3, 4 and 5 in which the reference character 56 indicates a terminal connected to the wire 50 and to one end of the winding of the solenoid coil 51. The other end of the coil 51 is connected to the terminal 58 which in turn is connected by means of the generator.

take manifold 3.

slidably mounted with respect to the housing 65 and solenoid coil 51 and is normally held in downward position by the spring 66 separating the copper disk or armature 63 from the terminals 62 and 56. The central part of the coil 51 is fitted to a tubular brass member 61 which slidably receives the soft iron core 64 and the upper end of the tube 61 is exposed to atmospheric pressure through an opening 68 formed in the end of the plug 69 in the upper end of the tube. The lower end of the solenoid core is provided with a shaft 10 which is loosely received and guided by the bore 1| in the lower part of the base member 12. The base member 12 is provided with suitable screw threads 13 which are adapted to be screwed into the in- The suction of the manifold, if any, is communicated through passages 1| and 14 to the inside of the air tight housing formed by the members 65 and 12, so that when ever suction exists in the manifold the outside atmospheric pressure acting on the upper end or head of the slidable member 64 tends to move the member 64 and the armature disk 63 clown-- Wardly to break the connection between terminals 56 and 62.

The terminalBZ is connected by means of a wire 13 to one end of the solenoid coil 38.

The upper end of the soft iron plug 69 is provided with a screw threaded stem 15 which is received by corresponding threads in the housing member 65 and which carries a lock nut 16, to hold it in adjusted position. By suitable adjustment of the lock nut and member 69 the magnetic gap between the member 64 and the member 69 may be adjusted so that the amount of current required to operate the device may be controlled. A non-magnetic washer is inserted between the top of the core 64 and the plug 69 to prevent sticking.

The electrical connection 58 is connected to a terminal 11 mounted on the end of the housing 18 which is attached to one end of the starting motor. Inside the housing the terminal 11 is connected to an insulated contact member 19. The armature shaft of the starting motor is drilled and tapped to receive a screw 8| which carries a speed responsive device.

The speed responsive device comprising a sheet metal member 82 having a central opening to receive the screw 8| and an upturned edge 83 to prevent the escape of the balls 64 which are normally held at the center against the screw 8| by means of the dished member 85 which in turn is resiliently held by the coil spring 86. The member 85 is preferably provided with an integral guide member 81 coaxial with the screw 8| and slidably receiving the head 88 thereof.

In order to provide a delayed action for the operation of the relay switch I connect an ordinary electric light bulb 89 between the connections 50 and 60, so that when current is first turned on the filament 90 is cold and acts as a shunt or short circuit which reduces the flow of current through the solenoid coil 51. It takes about a second or two for the filament 90 to heat up and become incandescent and during this period the flow of current through the coil 51 is insufficient to draw the solenoid core 64 upwardly against the resistance of the spring 66. However, as soon as the filament 90 becomes heated its resistance is increased and more current flows through the coil 51 so that the armature 63 is drawn upwardly to connect the terminals 62 and 56.

2,068,484 In order to secure the best results the respective resistance of the filaments and 46 are so constructed and arranged as to cause a more rapid heating of the filament 90 than of the filament 46. The reason for this will be readily apparent in view of the fact that the. resistance element 46 allows the operation of the relay only before it is heated up while the function of the filament 90 is to prevent theoperation of'the relay 65 until after it is heated up.

In view of these facts the relay 65 would not operate at all if there was not a time interval after the heating up of the filament 80 and prior to the heating up of the filament 46. The manner of constructing these filaments to cause them to heat up in different time periods will be readily apparent to those skilled in the art, but

briefly stated the filament 90 is preferably made smaller and shorter than the filament 46.

In order to provide for manual operation of the starting motor when desired, I may provide an ordinary push button switch 9| for connecting the electrical conduit l8 directly with the terminal of the coil 38 through the wire 82.

The operation of the device shown in Figure l is as follows:

In order to start the engine the operator turns the switch 23 to the left to the position indicated in dotted lines in which terminals 22, 25

and 26 are made common by the switch blade 23. This supplies current to the ignition system of the engine thru the wire 28 and the other mechanism illustrated in the upper central portion of Figure 1. This mechanism may be of any conventional type. Current is supplied from the terminal 26 thru the wire 46 to the filament 46 and then thru wire 41 to the switch 48.

In order to set the throttle valve in the best position for starting, the accelerator pedal 49 is depressed, thereby closing the switch 48 and permitting the current to flow thru the wire 50 to the terminal 56 of the suction influenced solenoid operated switch 65 as indicated in Figures 3 and 4. The current now flows thru the solenoid coil 51 and magnetizes the core 64 but when the current is first turned on the filament 90 acts as a short circuit between the inlet and outlet terminals 56 and 58 respectively of the coil so that the resistance of the spring 66 is 'not instantaneously overcome by the core 64. After a short interval, however, varying from a fraction of a second to 1 or 2 seconds, the filament 98 becomes incandescent and its resistance increases to such an extent that the current flow thru the coil 5! is substantially increased so that the magnetic attraction of the core 64 overcomes the pressure of spring 66 and the armature 63 is drawn upwardly against the terminals 56 and 62. It will be understood that the current flows from the coil 51 thru the connections 59, 60 and (ii to the terminal I l of the generator and thru the generator coil to the frame of the engine or other suitable ground so that the circuit is completed to the battery which also has one grounded terminal.

The terminals 56 and 62, having been connected by the disk armature 63 current, can now fiow thru the conductors 13 and 92 to the soleengine sometimes one or two shots in the engine cylinders will be obtained without getting a continuous run, thereby temporarily increasing-the engine speed to such a point as to cause the gear of the starting motor to disengage the fly wheel gear of the engine if these gears are of the Bendix type; that is to say if the Bendix drive is used. If the gear of the starting motor becomes disengagedunder these conditions that is, when a continuous run of the engine is not obtained and the current to the starting motor is not shut off, the speed of the starting motor will rapidly increase to a degree far beyond any speed at which it could ever be required to crankthe engine. This continued running of the starting motor is not only damaging to the motor by reason of the excessive speed but also prevents the proper functioning of the motor to re-crank the engine.

With an inexperienced operator the noise madeby the rapidly running starting motor may be mistaken for the normal running of the engine causing confusion. in the mind of the operator, and eventually result in a total failure tostart the engine.

By means of the device shown in Figures 7, 8 and 9 the starting motor may be stopped and restarted automatically in such a manner as to cause the starter gear tore-engage the fly wheel gear when the motor is re-started. It will be noted that the balls 84 will be impelled outwardly by centrifugal force. During normal cranking of the engine this'force is not sufl'lcient to overcome the pressure of the spring 86 and the balls simply remain in the position shown in Figure '7. However, when the starting motor attains an abnormal speed (as may occur when the engine starts to run under its own power but does not continue to do so") the centrifugal force is sufiicient to throw the balls outwardly to the position indicated by dotted lines in Figure 9 and in Figure 10.

Due to the fact that the faces of the members 82 and are dish shaped, the balls do not return tq the center instantly when the speed falls below that which is necessary to throw them to the outward position. By properly arranging the angle of the faces of the members 82 and 85'the balls may be made to remain at the outside of the circle and against the member 83 until the motor has practically stopped, at which time they are returned all the way to the center against the screw 8|. It will be understood that radial grooves or partitions in! may be provided to keep the balls from collecting at one side and thus throwing the device out of balance.

It will readily be understood that when the balls are thrown to the outside against the rim 83 the member 8! will be moved to the position shown in Figure 10, thus grounding the terminal 19 and the wire 50, to which it is connected by means of conductor 36. This cuts oiT- the supply of current to the solenoid coil 38 and permits the spring 42 to break the switch 31, causing the shafthas very little voltage during the fcranking 7 operation, so that there is no great resistance to the flow of current from the battery, thru the connections 50, 60, GI and II, and the winding of the generator to the ground through the brush I2. However, when the engine starts to fire and run under its own power the crank shaft speed immediately builds up and drives the generator accordingly, so that the generator voltage increases and bucks the current flowing from the battery thru the generator coils to the ground.

It will be understood that the polarity of the generator and battery is so arranged as to cause the generator to feed back into and re-charge the battery whenever the generator voltage is higher than the battery voltage. When the crank shaft speed reaches approximately 200 R. P. M. the generator voltage is suflicient to cut down the current flowing thru conductors in and 60 so much as to reduce the strength of the coil 61 below that which is required to retain the core 64 in the position shown in Figure 3, and the spring 66 forces the core downwardly to the position shown in Figure 4.

This position is retained as long as the generator voltage is maintained at a sufilcient value to prevent the re-energizing of coil 61 from the battery. In practice the voltage of the generator and the various resistances of the system are worked out in such a manner as to prevent the re-engagement of the armature 63 with contacts 66 and 62 as long as the engine maintains a speed not lower than the minimum speed at which it will run under its own power.

In order to assist the spring 66 in keeping the relay switch from closing when the engine speed is lowered, the flexible gasket forms a seal with the disk armature 63 against which the suction existing in the intake manifold is applied. As long as the throttle is in closed position no current can flow thru the relay 65 because the switch 48 is open, as indicated in solid lines in Figure 1. When the'throttle valve is in open position the normal speed of the engine, and'the generator voltage will be high. The importance of the suction arrangement for assisting spring 66 to keep the armature 63 from contacting terminals 62 and 66 lies in the fact that during sudden acceleration in high gear from very low speeds, and during some hill climbing conditions, the throttle valve is held in open position while the engine speed is also very low. The suction in the intake manifold under these conditions is not very high, but a very slight addition to the force holding the armature 63 in the position shown in Figure 4 is suflicient as long as the engine is actually running under its own power. When the relay switch is in closed position, that is when the disk armature 63 is in contact with the terminals 56 and 62, the suction does not act on the member 63 but merely on the area of the core 64 which is much smaller so that the suction has comparatively little effect. Also the core 64 is rather loosely mounted in the solenoid so that there is a substantial amount of leakage which tends to reduce the suction.

It will be understood that when the engine speed reaches normal, say 350 R. P. M. or more, the generator voltage is sufficient to operate the reverse current relay switch l3 connecting the conductor 6| with the conductor 96, thereby short-circuiting the filament 46 and conductors 46, 41, 50 and 6D togetherwith the relay 65 so that the solenoid 38 can not close switch 31.

If for any reason the operator desires to crank the engine without turning on the ignition switch 23, the push button switch 9| may be operated to connect the conductor 92 direct to the battery lead I5. It will be understood that the provision of this switch is not absolutely necessary but that it is an additional feature of convenience. This switch is also useful in case of damage to any of the automatic mechanism such, for instance as the burning out of the filament 46 or 90.

In case any of the starting mechanism fails in such a manner as to cause the starting motor to be operated while the engine is running, the switch 23 may be moved from the left hand position to the right hand position with reference to Figure 1 after the engine has been started. This disconnects the terminal 26 from the battery and positively prevents the operation of the automatic mechanism for operating the starting motor. With the switch 23 in its normal left hand position for starting, action is completely automatic in that the starting motor will be operated to start the engine when the ignition switch is turned on, disconnected when the engine has begun to run under its own power and again operated whenever the engine stalls.

,In the simplified device shown in Figure 2 the suction is not used to influence the operation of the starting device. The bulb 52 is connected direct to the terminal 26 the same as in the construction shown in Figure 1, and the outlet of the bulb 52 is connected direct to the inlet of the coils 38 by means of a wire IIJI. Instead of grounding the other end of the coil 38 as is done in Figure 1, it is connected to the switch 48 by means of a wire I02, and the other side' of the switch 48 is connected direct to the conductor 6| by means of a wire I03. The switch 48 is operated by the lever 49 which is connected to the throttle in the manner shown in Figure 1.

For simplicity of disclosure, the carburetor, throttle, and connecting linkage are omitted from Figure 2. The bulb 69 is connected in. parallel with the coil 38 so as to have a shunting or short circuiting action when its filament is cold in the same manner in which it short circuits the relay switch 66 in the construction shown in Figure 1. One end of the conductor 36 is connected to the terminal 11 the same as in Figure 1, and the other end is connected between the bulbs 52 and 89.

In order to provide some means of adjusting the system so as to cause the starting system to cut in at the exact point desired with reference to the crank shaft speed, (in constructions in which the relay switch 65 is omitted) I provide the adjusting screw I04 which is threaded into the bracket 44 and which limits the travel of the armature 3 under the influence of the spring 42. It will be understood that the magnetic gap between the solenoid coil 38 and the solenoid core 4| is increased in accordance with the distance which the spring 42 is permitted to move the armature 43 and the core 4| to the right with respect to Figure 2. It will be readily understood that the generator voltage in different installations may vary, and the speed at which it is necessary to operate 'the crank shaft to cause the starting mechanism to cut out would vary correspondingly if the adjusting device I04 or its equivalent were not provided. It will also be understood that the adjustment I04 serves the same purpose as the adjustment which is provided for the member 69 shown in Figure 3.

The operation of the device shown in Figure 2 is as follows: When the switch 23 is turned to the left to the position indicated in dotted lines,

current is supplied from the terminal 26 to the filament 46 as well as to the ignition system. This current flowing through conductor Ilil, coil 38, and conductor I02 to the switch 48, and, when the switch 48 is closed, through the conductors I83, 6| and the coils of the generator to the ground.

When the current is first turned; on, the filament 90 is cold, and the current flows so freely through this filament as to prevent the operation of the solenoid controlled switch 31-43. In a second or less, however, the filament 90 becomes heated, and its resistance increases sothat enough current is caused to flow through the conductor NH and the coil 38 to close the switch 31-43. This closes the circuit tothe starting motor which immediately begins to crank the engine.

As soon as the engine begins to run under its own power, its speed will increase and the generator voltage will build up to such a point as to cause a back pressure against current from. the battery, and the flow through the coil 38 will be out to such a pointas to cause the starting motor current to be cut off at the switch 31. As soon as the engine reaches or exceeds a predetermined operating speed, switch l3 will be closed, and the connections I 9--46-l0l38- llJ2-l83 will be short circuited by means of the conductor 96 so that there is no danger of operating the starting motor while the engine is in normal operation.

If the engine is operated at a very slow speed by reason of the operator closing the throttle, the switch 48 is cut off, and this prevents the starting motor from being operated, even though the generator voltage may be so low as to cause the switch l3 to be opened. If the engine is operated at a slow speed by reason of a heavy load being applied to the engine, the throttle valve may be in open position and the switch 48 may be closed. However, when the engine slows down under these conditions, the deceleration is gradual and the voltage drop of the generator. is correspondingly slow. Under these conditions, the filament 46 is heated up before there is sufllcient current flowing from the battery to the generator to cause the operation of the starter switch 31. When the filament 46 is once heated up, the starter switch can not be operated by current flowing from the battery until and unless, the generator voltage drops to practical zero.

It will be understood that by including sufficient resistance in the filanTent 46, the starting system could be prevented from operating even if the engine stopped altogether with the throttle in wide open position. Also by properly calibrating the resistance of the filament 46, the starting system can be made to cut in at any desired engine speed. It will be understood that in connection with the device shown in Figure 2, the speed responsive device shown in Figures '7 to 10 inclusive will operate to ground the starting system and cause it ,to stop and restart when conditions require it, the same as the device shown in Figure 1.

It will be understood that the speed responsive device may be entirely omitted together with its connection 36, if desired. It will also be understood that the reason for including this device is to prevent the necessity for knowledge on the part of the operator as to when the ignition switch 23 to permit the starting motor to stop so that its gear can be reengaged with the gear on the fly wheel of the engine.

With the speed responsive stopping device shown in Figures 7 to 10 inclusive, no thought on the part of the operator is necessary to cause the starting motor to stop and restart. It is only necessary for the operator to turn on the ignition switch and depress the accelerator pedal 49 so as to open the throttle valve to the proper position for starting.

The switch 48 together with its connections to the accelerator pedal may be omitted if olesired. However, it is preferable to use this switch for the following reason in addition to that previously stated. Frequently, automobiles are stopped at the curb and left in gear. This may be done for several reasons, one of the most important being that the emergency brake may not be in proper working order, or it may become accidentally released, and if the operator leaves the gear shift lever in low gear, there is little chance of the car coasting off down a hill, even if the emergency brake is not set or not working for some reason. If the switch 48 is omitted, a child may come along and turn on the switch key, and that would be the only thing necessary to start the engine and the automobile. Obviously, this could result in an accident. By including the switch 48, the engine will not start unless the accelerator pedal is depressed with the ignition switch turned on. However, the switch 48 may be omitted if desired, and the wire 50 permanently connected to the wire 41 so that the action will be the same as if the switch 48 was permanently held in closed position.

. For the purpose of making a simplified system, the bulb 89 and its filament 90 may be omitted, but its function will naturally be lost. The function of this bulb is as follows: It frequently happens that when the operator of an automobile comes to a stop sign, he will not bring the car to a full stop, but will slow down to two or three miles an hour, leaving the car in high gear, and step on the accelerator pedal. This causes a very substantial drop in generator voltage and might result in operation of the starting system for a period of a fraction of a second just after the accelerator pedal is depressed. The delayed action caused by the short circuiting effect of the filament 90 is just suflicient to prevent the engagement of the starting motor under these conditions.

For the purpose of constructing an extremely simple system, the bulb 52 with its filament 46 may be omitted and the terminal 26 may be connected direct to the switch 48 or the conductor 50' (in the construction shown in Figure 1) or to the conductor IOI (with reference to Figure 2). If this is done, then the resistance of the coil 51 can be slightly increased or else the magnetic gap between the core 64 and the plug 69 can be increased if the device shown in Figures 1, 3, and 4 is used. With the construction shown in Figure 2, the resistance coil 38 should be somewhat increased or else the magnetic gap between the solenoid core 4| and the solenoid should be increased by backing oif the adjusting screw I04.

I claim:

1. In an internal combustion engine, a generator driven by said engine, a starting motor for said engine, a storage battery adapted to be supplied with current from said generator under certain conditions and adapted to supply current to said starting motor under certain conditions, connections including a reverse current relay switch for conveying current from said generator to said battery, connections including a starter switch for conveying current from said battery to said starting motor, a solenoid for operating said starter switch, said solenoid and said reverse current relay switch being connected in parallel between said generator and said battery, and a heat responsive variable resistance in circuit with said solenoid.

2. In an internal combustion'engine, a generator driven by said engine, a starting motor for said engine, a storage battery, means includ-- ing a reverse current relay switch for conveying current from said generator to said battery, means including a starter switch for conveying current from said battery to said starting motor, means including a solenoid for operating said starter switch, said solenoid being connected to said generator and to said storage battery, and a heat responsive variable resistance connected in parallel with said solenoid.

3. In an internal combustion engine, a generator driven by said engine, a starting motor for said engine, a storage battery, means including a reverse current relay switch for conveying current from said generator to said battery, means including a starter switch for conveying current from said battery to said starting motor, means including a solenoid for operating said starter switch, said solenoid being connected to said generator and to said storage battery, by means including a heat responsive variable resistance.

4. In an internal combustion engine, a generator driven by said engine, a starting motor for said engine, a storage battery, means including a reverse current relay switch for conveying current from said generator to said battery, means including a starter switch for convaying current from said battery to said starting motor, means including a solenoid for operating said starter switch, said solenoid being connected to said generator and to said storage battery, and a heat responsive variable resistance connected in parallel with said solenoid.

5. In an internal combustion engine, a generator driven by said engine, a starting motor for said engine, a storage battery, means including a reverse current relay switch for conveying current from said generator to said battery, means including a starter switch for conveying current from said battery to said starting motor, means including a solenoid for operating said starter switch, said solenoid being connected to said generator and to said storage battery, by means including a heat responsive variable resistance, and a heat responsive variable resistance connected in parallel with said solenoid.

6. In a device of the class described, a starting motor, a solenoid controlled relay switch, a storage battery, a manually operated switch, connections from said manually operated switch to said solenoid, said connections including a heat responsive variable resistance, the voltage of said battery and the resistance of said solenoid being so calibrated with respect to said heat responsive resistance element as to cause the operation of said solenoid controlled switch when current is passed through said resistance element cold, but not when said resistance element is hot.

7. In an internal combustion engine of the type having a storage battery having a live terminal and a grounded terminal, a generator mounted on and driven by said engine, said generator having a pair of terminals, one of which is grounded and the other of which is connected to one side of a reverse current relay, an ignition system for said engine, an ignition switch, a connection from said ignition switch to the live terminal of said battery, a connection leading from the other side of said reverse current relay switch to a point in the connection between said ignition switch and said battery, a starting motor, connections including a solenoid controlled relay switch for conveying current from said battery to said starting motor, a connection from said ignition switch to the live terminal of said generator, the winding of said solenoid controlled switch being included in said last named connection, and a heat responsive variable resistance also included in said lastnamed connection.

8. In apparatus for starting an internal combustion engine, a starter motor, a battery, a starter circuit for electrically connecting said motor and said battery, and controlling means for said circuit including a resistance unit of positive temperature coefilcient or resistance, said unit being constructed and arranged when hot to substantially resist initial actuation of said starter motor and when cold to permit the passage of sufficient current therethroush to initially actuate said motor.

9. Apparatus as specified in claim 8 in which said circuit controlling means is in the form 0! an auxiliary circuit and further includes a generator for producing current in said auxiliary circuit in opposition to the battery current therein, said unit when hot being adapted to cooperate with current from said generator to prevent actuation of said motor, the resistance of said unit when hot or cold being ineflective to prevent operation of said motor without assistance from the generator current produced when the engine is running under its own power.

10. In apparatus for starting an internal combustion engine, a starter motor, a. source of current, a circuit for connecting said motor and said source, and control means for said circuit including a pair or variable resistances of positive temperature coefllcient of resistance and having different heating periods.

11. Apparatus as specified in claim 29 in which said control means further includes a device responsive to the active or inactive condition of the engine, said variable resistances being arranged in said connecting circuit so that sufllcient current for initially actuating said motor can pass through said circuit only during the period after one of said resistances becomes hot and before the other resistance has become hot.

12. In apparatus of the class described, a starter motor, a source of electrical energy, a connecting circuit therebetween including grounding means constituting one side oi. said circuit, a manual switch in said circuit, a. grounding shunt connecting with said circuit between said source of energy and said motor, a switch in said shunt and a control device for said shunt switch associated with said motor and constructed and arranged to close said shunt switch to cut-oil" said motor when said motor exceeds a pre-determined speed.

13. Apparatus as specified in claim 12 in which said motor speed responsive device and said grounding shunt constitute no part of the connecting circuit between said starter motor and said source of energy when said starter functions normally to crank an engine.

14. In a device of the class described, a starter circuit means including a starting motor, a solenoid controlled relay switch, a storage battery, a manually operated switch, and connections from said manually operated switch to said solenoid, said connections including a heat responsive variable resistance, the characteristics of said circuit means including the resistance of said solenoid, the voltage of said battery and said heat responsive resistance being so calibrated as to cause said solenoid controlled switch to close when current is passed through said variable resistance and hold said solenoid switch closed after said resistance becomes hot,

but to prevent the closing of said solenoid switch after said resistance becomes hot.

IRVEN E. COFFEY.

CERTIFICATE OF CORRECTION.

Patent No. 2,068,484. January 19, 1937.

IRVEN E. COFFEY.

Page 6,

ass in the Patent Office.

Signed and sealed this 30th day of March, A. D. 1937.

Henry Van A rsdale (Seal) Acting Commissioner of Patents.

CERTIFICATE OF CORRECTION.

Patent No. 2,068,484. January 19, 19

IRVEN E. COFFEY.

Henry Van Arsdale (Seal) Acting Commissioner of Patents.

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