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Publication numberUS1150523 A
Publication typeGrant
Publication dateAug 17, 1915
Filing dateJun 15, 1911
Priority dateJun 15, 1911
Publication numberUS 1150523 A, US 1150523A, US-A-1150523, US1150523 A, US1150523A
InventorsCharles F Kettering
Original AssigneeDayton Engineering Lab Co
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Engine-starting device.
US 1150523 A
Images(3)
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Description  (OCR text may contain errors)

Patented Aug. 17, 1915.

3 SHEETS-SHEET I.

24 TTORNE Y.

COLUMBIR FLANOORAIIH CO. WASH! 8 E mm 5 M I m I 3 ++w \ww W C. F. KETTERING.

ENGINE STARTING DEVICE.

APPLICATION 111.121) IUNE I5. 1911.

1,150,523, I PatentedAug'. 17,1915.

3-SHEETS-SHEET 2.

WITNESSES 1I- ATTORNEYS C. F. KETTERING.

' ENGINESTARTING DEVICE.

APPLICATION FILED JUNE 15,;1911.

Patented Aug. 17, .1915.

3 SHEETS-SHEET 3- ITNESSE Y w7u A TTORNE YJ' COLUMBIA PLANOGRAPH (to-.WASEIINOTOMD. c.

' UNITED STATES PATENT our-non.

CHARLES E. KETTERING, OF DAYTON, OHIO, ASSIGNOR TO THE DAYTON ENGINEERING LABORATORIES 00., A CORPORATION OF OHIO. I a

nnerivn-srnnrme DEVICE.

Specification of Letters Patent."

Patented Aug. 17, was.

Application filed June 1 5, 1911. Serial No. 633,443.

To all whom it may concern Be it known that I, CHARLES F. Kn'r'rname, a citizen of theUnited States, residing at Dayton, county of Montgomery, and State of Ohio, have invented certain new and useful Improvements in Engine-Starting Devices, of which the following is a full, clear, and exact description.

This invention relates to a system of devices for use in connection with starting mechanisms for engines, and is also applicable to such a system where the engine when started, is adapted tostore up power to be used for similar future starting operations and various other purposes, although the features relating to the latter kind of system are claimed in the divisional application hereinafter referred to. a

Some of the parts of the apparatus in the present invention are also shown in my copending applicatiom filed April 17, 1911, Serial Number 621,512; but in the present instance certain modifications have been made to secure adaptability to the present improvements, 1 i

It is among the chief objectsof the pres ent invention to provide novel combinations of mechanisms for facilitating the starting of engines of the non-self starting type, and other types of apparatus, wherein it is necessary to transmit initial operating power to the apparatus, in order that the normal actuating power thereof, may be brought into action. a

One of the primary objects of the present invention, resides in the provision of a starting device for such engines in which there are means for coupling the engine and starting device together, so that the starting de vice may transmit power to start the engine; together with an operating member normally disengaged from the said coupling means, but having auxiliary" means for interlocking the operating member and the said coupling means together, in order that the starting device may be brought into op erative position, relative to the engine, by means of the actuation of the operatingmember.

In more specific terms, this feature of the invention comprises a foot pedal which is adapted to cause the coupling of the starting device to the engine; but this foot pedal is in itself, normally 'disconnected,so that it isno't efi'ective incoupling up the starter to the engine, until this auxiliary means is operated, whereby the foot pedal is then connected up, so'th'at when operated it causes the startingd-evice to be coupled to the engine. s p i I The present invention is particularly applicable to automobiles, wherein an engine of the combustion or explosiontype is employed, as a means of propulsion, and it'is another of the primary objects of the res: ent invention to combine the means-forcontrolling' the startingdevice, with-the ordinary transmission clutch mechanism of the automobile, whereby'the transmission clutch will be broken and the running gear positively disengaged from the engine, at such times as thestarting deviceis operated to start, or crank, the engine, so that the load o-fthe engine willbematerially reduced during the starting operation, This also results in'the provision of a safety device, which prevents the inadvertent or accidental starting of the car or automobile, simultaneously with the starting of the engine, inasmuch as the driving connection between the engine and therunning gear of the'vehicle is disconnected by'the disengagement of the transmission clutch. It is this foot pedal which controls:the'transmission clutch, that is spoken of just above as being adapted to couplethe starting device to the engine.

In the form which I have adopted for the ated controller switch, which in turn has two distinct operations. When the controller switch is thrown into its first position, which will be termed starting position, the cells of the accumulator, that is, these units will be connected up in series with the m0 torgenerator. When the controller thrown into its second, or charging position, the connections are broken','and the several units of the accumulator are connected in series multiple, with the motor-generator tor.

It is to be understood that the termmotorgenerator is used herein for convenience as referring to a style of. dynamo electric ma present application embody my inventions with reference merely to the electric machine operating as a starting motor, and

the combination of these features with the additional features of utilizing the electric machine also as a generator, are made the subject matter of a divisional application. This divisional application is Serial Number 12,309, filed March 5, 1915, and is the divisional application referred to in the paragraph at the beginning of this specification.

This motor-generator or dynamo electric machine is of the small type adapted for running at suehspeed as will operate as a motor to crank the engine of the automobile through the medium of intermediate gears. And in the form of gearing which I have adopted in the present instance, the motor connection for starting permits the driving of the motor at a high rate of speed, and the turning of the engine at a low rate of speed, thus developing a powerful starting torque with a comparatively small mo- The proper ratio of gearing being adapted therefor as hereinafter referred to. But the starting motor is normally disconnected from the engine, because the intermediate gearing referred to, stands normally disconnected, and I have provided an operating member which brings this gearing into connection so as to couple the motor to the engine for starting or cranking. As one form of such operating member, I make use of the same pedal as above referred to, which ordinarily controls the movement of the transmission clutch into and out of engagement with the engine, so that the operation of this pedal shifts the toothed members of the coupling gearing into enmeslnnent with each other for the purpose of cranking the engine by the motor. This leads to another feature of my invention.

It will be obvious that the gears or tooth members of this coupling mechanism may come to rest with the gear teeth thereof out of enmeshing alinement, that is, out of registration with each other, and thus render it drflicult to bring the gears into driving connection, when it is desired to start theengine; and it is therefore, another of the primary objects of the present invention to lmpart an initial flow of current to the motor-gene1"ator, to actuate the same as a proper alinement or registration and meshed meshment with with the teeth of the motor gear wheel. This movement preliminary to the actual starting movement, will. facilitate the connection between the motor and the engine by means of this relative movement between the toothedmembers, so that one of them may be thereby readily moved axially into enthe other. As another feature of this preliminary initial movement, this movement is one of low torque effect, so as to assist in bringing about the proper coupling of the starting motor to the engine. That is, there are two periods or phases to this starting operation, one of low torque movement to facilitate and effect the proper coupling, and then a change to the high torque efifect for the cranking movement. And it is another of the objects of the present invention to provide an operating member which controls both this coupling and also this change to the high torque movement, when the proper enmeshment of the coupling has been accomplished.

Another object of the present invention is to provide electrical means for preventing the reengagement of the said coupling device (between the starter and the engine), after the engine has become self actuating and the said coupling has been uncoupled. This preventing device is then effective until the motor has slowed down. This prevents injury to the parts upon inadvertant operation.

Further objects and advantages of the present invention will appear as the description of my invention progresses, reference being had to the accompanying drawings, wherein Figure 1 is a top plan view of the chassis of an automobile, to which my improved system is applied. Certain parts of the chassis and automobile, are removed for the sake of clearness, the parts of my system which are shown therein, being the particular arrangement and location of the motor-generator and the mechanical connections for controlling the operation of the same. F l and 1 are detail views of the friction clutch mechanism which couples up the motor-generator and the engine. Fig. 2, is a detail view in side elevation of the electrically controlled interlocking mechanisms which are normally loosely mounted upon a transverse shaft, which will hereafter be termed the clutch shaft of the automobile. This view also shows the pivoted armature or latch mechanism, in engaging position with the curved arm, rigidly carried by the clutch shaft. Fig. 3, is a view similar to that of Fig. 2, but taken from the opposite side of the said mechanism, the pivoted armature in this instance being shown in disengaged position. Fig. is a fragmentary detail view of the mechanism which shifts the cont-roller switch, from charging position to starting position and 'vice-versa; Figis a fragmentary vlew of the pawl and ratchet mechanism a'nd its connection with the controllerswitchshaft. Fig. 6 is a fragmentary view" of the "coupling gearing, for 0011- pling up themotor-generator with the en'- gine, and the mechanism controlling the operation thereof." Fig. 7 is a detail view' 'of the coupling gearing, in coupled position,

and Fig. {8 is a diagramma tic view, 'disclos-' mg the electrical co'nnectlons and circuits of the present system. j s

Refer'ring'to the drawings and morepar ticularly to Fig.1 thereof,-iit maybe stated thatthe type of automobile in which this Improved system is shown. as applied, the Cadillac which is a 'well known autonio f bile, on the market at the present time. In this view 'the (aha'ssis-isshoWn, having the side 'fram'esQ'O, which together with certain transverse supporting-members, carry and support "theen'ginefil, which i'sof a fourcylinder type, ordinarily used in auto mobiles. 221 and 23 indicate the running boards. 2a is a casing, containingthe trans mission gears, andQfi is a transmission' lever which, when moved back and forth, controls the selection of -the,transmission gears,,in

thefwell known manner, whereby the various speeds, forward,.or reverselspeed', may be selected as deslredwj' 26' represents a casing, containing" the or:

dinary oil pump, such as is customarily used in a car of this type. "Thisoil pump is op' era'ted by the -shaft27, ordinarily employed tooperate the magneto-and'which because of itslocation, 1s advantageously made use of inthe present system, as will appear hereinafter.

28 designates the enginefly-wheel;secured in the usual manner tothe engine shaft and.

having a. series ofgear teeth, formed onor secured to its periphery, as at .29.

Thefltrans'mission clutch 30 is of the usual construction andis adapted to be moved int and out of engagement wlth. the corneal sur face of' the interior offth e fly-wheel. The

movement of this clutch is controlled through the medium of a yoke member 3i,by movement of the transverse shaft 31 ,[which may be termed. the clutch 's'haft tojwhich said yoke is secured, and the operation O T I Ov e.-,

ment of theiordinary clutch'pe'dal 32;whereby the'engine will be connectedand discon nected with the transmission gears of the vehicle, in a well known manner. I

' The motors-generator 33,, is constructed' and arranged to serve as a motorffo'r starti ing'the engine, and as a generator, for

charging the accumulator. or storage bat teries. This motor generator is controlled as to its status, as a motor, or generator, by the 'clutch pedal; or operating member 32. V

The means by which the clutch'pedaLcon -Q trols the status ofthe motor-generatonwill asmeans for securing the ma net to the bracket3 5ybut also forms thecore'of the magnet. Thewbracket 35 also ispro'vide'd with the forwardly extending portion'38; to thegouter' end of which; the armature or latchAO is pivotally secured-n41. One end of the armature is normallypositioned' in alinement' witl15butspaced from 'the core 36 ofthe magnet 37 (see Fig.3). The opposite end of the armature {i0 is formed in the shape of a'hook branch; as at-42j,"and is 1 adapted to engage, when the armature is moved into the position shown in Fig. '2, with thecurved arm 43 which in turn is rig} idly secured to the clutch shaft 31', by means of a key or other suitable locking device f In order that the position ofthe armature may be changed to. suit the variousconditions, a small thumb screw 45 is 'journaled in a lug formed on the armature and is adapted to abut against the projection 46,

shown in the dotted lines; in Fig. 3; It will be obvious that 'by turning the said thumb screw, the distance which normally exists between the contact endof the armature and the cor'e'of the magnet; may be increased or decreased, as the conditions. warrant. I A smallcoil spring 47,]one end of which is secured to the arm 38 and the other end of whichfengages 'with the thumb screw45,

normally tends tohol'd the armature in disengaged position, ,as in Fig. 3. p

The arm 35 of the bracket 34;, has a pivotal connection with the link 48, which ex; tends rearwardly and is connected to the straight arm lever 49, which in turn is rigidly mounte'd upon the vertical shaft 50.

"The bracket or supporting member 51 is rigidly secured on the cross brace 52 and.

forms a support for the vertical shaft 50-.

Anoperatinglever 53 is connected to the op-) posite end of the straight arm lever a9, and; extends forwardly and is connected with the shiftable or coupling gearing, which couples up the inotongeherator and the engine, for starting purposes see Fig. 6).

Inasmuch as it is desirable to shift, the

controllerswitch, which selectslthe electrical connections between the accumulator and motor-generator, wlth substantially the same operation as that which shiftsthe cou pling means, between the motor-generator the engine; suitable mechanisms are ar "rangedy-which' are operated-by thesame movement of the clutchpedal, as that which shifts the coupling means, between the engine and the motor-generator, and comprises a small link 54, mounted upon and movable with the vertical shaft 50 (see Figs. 2 and 5). This link connects with the end of the plunger 55, which has an enlarged head 56, secured to its free end and is adapted, under conditions, which will be explained hereinafter, to strike against and operate the locking pawl 57 The coil spring 58, is mounted, intermediate the ends of the plunger 55, one end thereof, abutting against the fixed shoulder 58, while the opposite end of the said spring, pushed against the pressure block 80, slidably mounted upon the rod or plunger 55.

The above described mechanism is adapted to be employed with the mechanically operated switch controller which is of substantially the same construction, as the controller switch described in my copending application, filed April 17, 1911, Serial Number 621,512, and which is adapted to control the shifting of the various electrical connections. Inasmuch as the specific structure of this switch does not enter into the present inventions, the detail structure will be neither shown or described, this omission of the description being made simply, for the sake of brevity.

In Figs. 4 and 5, the combination of the elements which are directly connected to the shaft of the controller switch, and by means of which the controller is shifted, is clearly shown. The controller shaft 405 (see Fig. 5) connects with an operating. handle 82, comprising a right angle lever arrangement, one portion of which is bifurcated to engage with the plunger 55, between the enlarged head 56 and the pressure block 80, while the opposite portion thereof, is provided with a series of notches or teeth 59, which are adapted to engage with the block 60, rigidly mounted upon the locking pawl 57, being normally held, so that the block 60 will be in position to engage with said teeth, by means of a small spring 62.

Referring for the present, to the diagrammatic showing in Fig. 8, it will be seen that the magnet 37, which as has been explained, is mounted upon the clutch shaft, is included in an independent circuit which connects with the multiple series connections between the accumulator and generator. This circuit is normally open and is provided with a suitable circuit closer, in the shape of a pair of contacts, adapted to be closed by means of a push butto In Fig. 3, one line of the electrical circuit is designated by the numeral 63, which connects with the contact plate 66, which in turn is mounted upon an insulatin block 65, opposite to the spring contact p ate 64. A suitable push button 67 is carried by the said plate 66 and is adapted, when pressure is applied thereto, to close the circuit through the contact plates 64 and 66. The branch wire 68 leads from the spring contact plate 64 to the magnet 37 and connects with the coil or winding 69 thereof (see Fig. 8) the opposite end of said coil or winding being connected to the series field of the motor-generator, through the wire 70. The arrangement and connections of this inde pendent electrical circuit, permit the carrying out and accomplishment of a. various number of novel functions, one of which will now be explained. Supposing that the engine 21, (see Fig. 1) is at rest and that the coupling or multiplied gearing, which constitutes the driving connection between the motor-generator 33 and the said engine, is in disengaged or non-driving position; and that it is desired to start the engine 21; the push button 67, which in actual practice, is mounted at any convenient point, which is readily accessible to the driver or operator of the vehicle, is moved so as to close the contact between the plate 64 and 66. This of course closes the independent circuit through the magnet 37, and inasmuch as this circuit is connected with the parallel or multiple series connections of the accumulator, the current that will pass through the said circuit, is of substantially the same voltage as that at which the accumulator is charged, when the motor-generator is being driven as a generator, for charging purposes. With the present arrangement of the accumulator, as shown, the pressure of the current will be substantially constant at six volts. The current passing through this independent circuit will instantly energize the magnet 37, whereby the contact end of the pivoted armature or latch 40, will be attracted to the magnet core or stem 36, against the tension of the spring 47. Upon the movement of the contact end of the armature, the latch end 42 thereof, will consequently be swung outwardly and into engagement with the curved arm 43, which as has been explained, is rigidly connected to the clutch shaft 31.

By the above arrangement, it will be obvious that the magnet 37 and bracket 34 will also be secured in fixed relation to the clutch shaft 31, throughout the engagement of the armature 40, with the fixed arm 43.

It will be apparent from the above that when the clutch pedal 32 is ordinarily operated without having first operated the push button 67, the arm 43 will rock up and down without any effect upon the adjacent arm 38, and this of course permits the ordinary operation of the clutch pedal to disconnect the engine from the running gear of the vehicle. But if the engine has stopped, and the operator desires to crank the engine, he first presses the push button 67, which thereupon energizes the magnetand operates the latch 40, so that the pressing of the clutch pedal and movement of the arm as also rocks the arm 38, and thus connects up the mechanism hereinafter vreferred to. Inasmuch as this electric circuit, wherein the magnet is included, connects with the series field of the motor-generator, it will be understood, that the current passes into the series field andtends to operate the motor generator as a motor, at a voltage of substantially six volts, this, together with Whatever effect may be dueto the resistance of the magnetic circuit, givesa relatively low amperage, so that the motoragenerator rotates slowly, and develops a comparatively low torquezas compared to that de-' veloped subsequently in cranking the engme. I

Upon pressure being exerted upon the clutch pedal to move the same in. a forward direction, the clutch shaft together with the magnet 37 and the link or lever as will also.

be moved in like direction, said clutch through the. medium of the yoke 31 being consequently disconnected from its driving engagement with the flywheel of the engine, whereby the running gear of the vehiclepwill be absolutely disconnected from the propelling element, during the starting operation of the vehicle. This is one of the important features of the present invention,

inasmuch as it is not vuncommon for operators of vehicles of this .charcter, to fail to throw their transmission gears into neutral,

position, for the starting operation. It will therefore, be appreciated that the disengagi ing' of the transmission clutch, simultaneously with or during the starting operation of the vehicle engine, constitutes a safety device, inasmuch as it is impossible to start the 7 vehicle until the clutch has been again moved into engagement with the engine fly-wheel.

As has been stated, the forward move- I ment of the clutch pedal necessarily imparts like movement to the lever 48, which in turn tends to shift the straight arm lever a9, and this lever by its pivotal connections with the lever 53, will pull said lever 53,

ion 7 3, which engages with and is driven by the motor pinionj7e of the motor-generator.

During the intervals that the multiplied gearing, comprising the pinions 71 and 73, is out of driving connection with their respective gear wheels, the gear teeth of the respective enmeshing gears, may rest in such a position, that the end faces of the co-adjacent teeth of the respective enmeshing gears, may be out of their proper alinement, that is, they may be in such position, that when the multiplied gearing is moved to enmesh the said gears, the end faces thereof, will come. in conflict.

By theinitial rotation of the motor-generator, as a motor at a low speed, this difficulty is overcome, inasmuch as the motor gearing 74: will be slowly rotated, and the pressure exerted on the multiplied gearing, will cause the large pinion 73 there- 'of, to readily mesh with the pinion 74.

By referring then to Fig. 6, it will be seen that the clearance between the small pinion 71, of the multiplied gearing, and

they fly-wheel gearing, is greater than the clearance between the large pinion 73 and the motor driven pinion 7d. The object in having a variance in the clearance at these points, is .to permit the picking up and rotation of the multiplied gearing by the motor gear-wheel 74, before the enmeshment of the pinion 71, with the fly wheel; this sequential action tending to facilitate the shifting of the gears into coupled position.

In order to protect the different parts of the system,however, against abuse in case the multiplied gear connections should stick or for some unusual reason should fail to go into enmeshment, when pressure has been applied to the controlling levers, the flexible connection heretofore mentioned, is in terposed between the lever v53 and the rod This connection comprises a block 7 3*,- rigidly carried by a lever 72, but slidably mounted upon :the lever '53. The'transverse movement of the said block 73*- and therefore of the rod 72, relative to the lever 53,

is positively limited in one direction, by 1 means of one end of yoke 84, which is of U-shaped construction, the opposite end, thereof, being made fast to the lever 53, by

means of suitable nuts 75. The coil spring 7 6 is interposed between the secured end of said yoke and the slidable block 73 and normally tends to exert sufficient pressure against said block to hold the same in its proper position. However, if under unusual conditions as referred .to the multiplied gearing fails to mesh with the motor-generator gear and the flywheel gearing, any pressure which may be exerted on the clutch pedal and which is duly transmitted to the lever 53, through the intermediate connections, the-lever 53 will be drawn back, relative to the rod 7 2, against the resistance of the spring 76, thereby preventing any undue pressure onand the consequent strain or jamming of, the said connections, as a result thereof.

\Vhen the clutch pedal 32 is operated, as has been described above, to connect or conple up the multiplied gearing with the motor-pinion and the fly-wheel gearing of the engine, it is desirable to also shift the controller or switch which controls the electrical connections of the system, from its normal charging position, whereby the accumulator and motor-generator are connected in series multiple, to the starting position; in which position, the accumulator and motor-generator are connected in series. However, it is further desirable that the shifting of the controller from charging to starting position, shall not take place simultaneously with the coupling up of the motor generator and the engine, but that a sufiicient time should elapse, between the two operations, so that the coupling of the engine and the motor-generator will be prop erly completed, previous to the operation of the motor-generator, as a motor, at a multiplied voltage or high torque, which it is necessary to utilize, in order to properly crank the engine shaft and thereby start the engine.

lVhen the clutch pedal 32 is moved forward and thereby carries or moves the intermediate connections, as has been heretofore stated, the straight arm lever L9, which is rigidly mounted upon the vertical shaft 50, which in turn is rotatably mounted on the bracket 51, will tend to rotate the said shaft 50 and thus impart a forward movement of the plunger 55, through the link 54. It will be seen by referring to Fig. 5, that the only effect of the initial movement of the plunger 55 for a certain predetermined distance, is to bring the head 56, of the said plunger into proximity with the locking pawl 57 so that in the meantime, the engine and motor-generator may be coupled up by the means controlling the movement of the multiplied gearing, as has been heretofore described. The continued movement of the plunger 55, however, will force the locking pawl out of locking engagement with the ratchet teeth, formed on the controller handle, at which time the spring 58, which has, throughout the previous movement of the plunger, been compressed by the stationary position of the bifurcated or yoked portion of the controller handle and the forward movement of fixed shoulder 58 which is carried forward by the plunger 55, will exert sufiicient pressure upon the yoked end of the controller handle, to quickly shift the controller, from charging to starting position, whereby the motor-generator and accumulator will be connected in series. This shifting of the controller, under the compression of the spring, occurs so quickly that the danger of arcing at the separation of the contact fingers of the controller is reduced to a minimum. I

As soon as the current is fed into the motor-generator at an increased voltage, through the series connection, the motor will instantly operate at a greatly increased speed and high torque and will tend to turn the engine shaft through the medium of the multiplied gearing, at a low speed, thus automatically cranking, the engine.

The engine, when once it becomes selfactuating, quickly increases in speed and because of the ratio between the engine flywheel gearing and the coupling gearing and motor pinion, would soon tend to drive the motorgenerator, at a prohibitive rate as a motor. The means for preventing the existence of conditions of this character, have been fully explained in my copending application hereinbefore referred to, and will not therefore be described in the present case. However, as soon as the engine has become self-actuating, a suitable clutch mechanism will connect the motor-generator, as a generator, with a train of gears, located at the front end of the engine, which may be termed, generator gearing. This operation of the motor-generator as a generator, is secured in the following manner. The front end of the crank shaft of the engine is provided with a gear wheel 225, which meshes on one side, with the pinion 226, to operate the cam shaft of the engine and thus actuate the engine valves in a well known manner. This gear wheel 225 also meshes on the opposite side with the intermediate gear 227, which in turn drives a pinion 228 secured to the end of the shaft 27.

Inasmuch as it has been found advisable to drive the motor-generator as a generator at substantially engine speed, the size of these connecting gear wheels is such that the armature of the motor-generator and the crank shaft of the engine will be operated at a substantially, one to one ratio.

The shaft 27 has heretofore been utilized to drive the magneto, on a car of this type, and also to operate the oil pump. Because of a previous existence of a shaft of this character, in a car of this type, it has been found advantageous to use this shaft as one connecting means for one set of gearing between the engine and motor-generator.

Referring to Figs. 1 and 1, it will be seen that the shaft 27 passes through the oil pump 26 and on oneend, as has been heretofore described, there is secured the small pinion 228. Adjacent the opposite end of said shaft, a collar 229, is rigidly secured by means of the pin or key 230. This collar is mounted a short distance from the end of said shaft, so as to leave a short section thereof, to enter into a bearing formed in the ratchet member 231 of the friction roller clutch 232, which connects up the motor- 1 6 generator with theshaft 27, when the motorgenerator is to be run by the engine asv a generator for charging purposes.

The ratchetmember 231 of the roller clutch 232, has an annular collar extending therefrom, provided with oppositely disposed slots or recesses 240, wherein lugs 233, formed on the collar 229 shown in dotted lines in Fig. 1 fit, and thus secure the shaft 27 to the ratchet member 231. This ratchet member is provided on its periphery, with a plurality of beveled depressions 235, wherein bearings 234, of either the ball or roller type are placed. These bearings have suitable small springs 241 mounted on the ratchetmember 231', which normally tend to'force the said bearin'gs into the proper position..

The motor-generator shaft 237 (see Fig.

1 is extended outwardly from, the casing of the motor-generator and is keyed to an annular casing 238 by means ofthe pin or key 239. This casing 238 forms one of the cooperating members of the friction roller clutch and is adapted to receive the ratchet member of the clutch 231, as is clearly shown in Figs. 1 and 1 A small cover plate 244 fits, over the annular collar of the ratchet member 231 of the roller friction clutch and is secured to.

tor, to start the same, the armature or.

motor-generator shaft 237 will of course be rotated and will carry with it the friction clutch casing 238, in the direction shownby the arrow in Fig. 1 This will permitthe casing 238. to rotate freely, relative, to the ratchet member 231, inasmuch as the roller bearings 234 will be maintainedin the enlarged portions of "the depressions .235.

However, as soon as the engine-becomes selfactuating and the crank shaft is revolving, the generator gears, comprising thegears 225, 227 and the pinion 228 will drive; the

magneto shaft and as soon as the speed of the enginejpicks up, the; ratchet member-23l of the friction clutch will be carried forward in the dlrection of the arrOW as shown in Fig. 1, thus moving the bearings 235.1 into the V-shaped portion ofthe depressions or recesses between the ratchet member 231' and the interior of the ca'sing238, thereby coupling .these two through the friction of the bearings 235, so

that the armature of the motor-generator will be driven by the engine, in such a mannerv that the 1no tor-generator willbe operated as a generator for charging pur- A poses. As soon as the engine ,becomesjself ac i g, the op rator ofthe vehicle rem members q together,

clutchand operated-by the movement of the clutch pedal, it has been found advisable-to supplement the action of the ordinary spring which tends to return the clutch pedal to normal position, by means of an additional spring 85, of suitable strength,

one end of which issecured to the transverse beam 81, while the other end thereof, is secured to the end of the straight arm lever 49, which connects with the link 48 (see Fig. 1) so that upon the forward movement ofthe link or rod 48, the spring will be tensioned, and as soon as the pressure is released from the clutch pedal, the said spring will tend to return the several elements, to their normal position.

The shifting of the controller-switch from starting position to its'normal charging position, is accomplished positively by the en larged head 56 of the plunger 55 engaging with the yoked end of the switch handle 82, whereby the rearward or return movement of the plunger 55 will automatically shift the controller-switch, from starting to charging position. a

In Fig. 8 is shown the diagrammatic form of the connections, for rearranging the bat teries, for starting and for charging, such that they are in series forstarting the motor and in multiple for being charged by the motor-generator, whereby the motor is used,

with its series winding alone, for starting as a 1notor,vbut with the shunt series ari-angement for generating. In this connec= tion, it may bestated that the controllerswitch which is substantially the same as that described in detail, in my copending application, filed April 17, 1911, Serial Number 621,512, will not be described, other than as in the diagrammatic showing, in Fig. 8, inasmuch as the detail structure thereof, does not enter into the present invention, except as has heretofore, been stated. I

The arrangement of the storage batteries, which form the accumulator, is shown at the 1 right, in Fig. 8, with the'batteries grouped in four sets ofthreecells each This makes, 12 cells in. all,.;w-hich at the approximate;

voltage of maven each, gives practically 24 volts, when thecells are, connected series. ;;A s hasheretofore-beenstated, these cells are connected in series, to give this 24 volts for starting purposes, that is, for driving the motor-generator as a motor, to start the engine. WVhereas in charging, the cells are arranged in multiple series, having four groups or units, each unit comprising three cells in series and these groups being arranged in parallel, for charging, so that the charging takes place, at practically six volts.

In the arrangement of the connections shown in Fig. 8, for accomplishing the shifting of the storage batteries in this manner, the dotted line connections represent the po sitions of the shifting switch controller, when the device is arranged for charging, while the heavy line connections represent the positions of the switch-controller, for the starting arrangement, that is, when the batteries are all in series.

The motor-generator 33, comprises a compound differential wound motor-generator, having a rotating armature 101, provided with the shunt and series fields 102 and 103 respectively. One of the lead wires 104 extending from the shunt winding of the motor-generator, connects with the contact point 105 which is shown in Fig. 8 as being connected by the dotted line or electrical connection 106 which it will be understood, only connects said wire 104 with the wire 107, when the motor-generator is being employed as a generator for charging purposes. The solid black line or electrical connection 108, illustrating the position into which the connection 106 is shifted, when the n1otor-generator is operating as a motor. It will therefore be seen that the solid lines and the dotted lines really represent one and the same element, shiftable into two distinct positions.

The lead wire 109 extends from the point 110 to form the common wire for connect ing up one side of the batteries, when arranged in multiple series for charging purposes. At the point 110 on this wire 109, there extends downwardly, a lead wire 112 which connects with the contact strip 113 which is embodied in the automatic cut-out device. The armature 114 of this cut-out device is connected to the coil 115, to which the opposite end of the coil 116 is connected by means of the short branch wire 117, leading from the line wire 120, while the other end of this coil 116 is connected to the other line wire of the system 118. The armature 114 is normally held out of engagement with the contact strip 113 by means of a small spring 119 (see Fig. 8). The function of this cut-out device will now be described. When the motor-generator 33 is being employed as a generator to supply current to the accumulator or storage batteries, the rotation of the armature 101 thereof, causes the current to build up in the shunt field 102 and to also build up in the series field 103 to such a point that a balancing or regulating effect will be obtained between the two fields. The initial flow of current through the series field and wire 120, first has to enter the high resistance coil 116, inasmuch as the armature is in open position, and will continue in this path until the core 121, of the cut-out device has. become energized sufliciently to attract the armature 114, against the resistance of the spring 119. The initial flow of current from the generator is therefore through the series coil or field 103, wire 120, through the high resistance coil 116, branch wire 122 into the main line wire 118 back into the opposite side of the generator.

The resistance of the coil 115 is much lower than that of the coil 116 and therefore, as soon as the core 121 of the cut-out device has become sufiiciently energized to attract the armature 114, thus making the contact between the said armature of the contact plate 113, the current will pass through the low resistance coil 115, the armature 114, contact plate 113, wire 112 to the common line wire 109, instead of passing through the high resistance coil 116. This cut-out device operates to prevent the current, from the storage battery, discharging back through the generator, in case the generator should slow up, so as to reduce this current by the slackening of its speed. That is, the kick back of the current, from the storage battery, running through coil 115 reversely, would break the circuit connection between the armature 114 and the strip 113, the armature being immediately restored, to its open position, by means of the spring 119. This cuts the storage battery out of the generator circuit and leaves the generator circuit running through the high resistance coil 116, wherein the current is now too weak, on account of the slow speed of the generator, to energize the core sufliciently to restore the contact between the strip 113 and the armature 114.

Going back to the battery connections, it will be seen that when the cut-out device is closed and the current is passing therethrough, into the Wire 112 and wire 109, it will be distributed amongst the various groups of cells or units of the storage battery. In Fig. 8 it will be seen that the branch wire 125 leads from the point 126, on the wire 109 to the point 127. This point is connected by the dotted line or electrical connection 128, to the contact point 129. From this point 129, the connecting wire 130 extends to the positive pole of the left-hand set or unit No. IV, of the storage battery. The four difierent sets of cells are designated by Roman numerals, in Fig. 8, also with their positive and negative terminals, for the sake of convenience.

Fromthe opposite side of this set of cells or unit No. IV, the lead wire 131 extends downwardly to and connects directly with the wire 11.8 which in turn leads back to the motor-generator.

Leading from the contact point 129, is a heavy line or connecting strip 132, which connects with the contact point 133. As previouslystated, this heavy line connection 132 represents the shifted position of the dotted line connection 128 and vice-versa. The lead wire 134 connects the contact point 133 with the contact point 135, which is located on the opposite side of the third setof the accumulator cells or unit No. III. From this point 135, a dotted line connection is shown connecting with the contact point 137, which in turn, is connected by the wire 138 to the line wire 118. The heavy line connection 139 indicates the shifted position of the dotted line connection 136, when the connections of the battery are shifted, from charging to starting position.

Without repetition of the details of the connections of the other sets of cells-of the storage battery, it is thought that a brief.

description will make it clear, just what the system of connections is, making use of the dotted and heavy lines, for the respective shifting positions. It having been stated that the heavy lines of these V- shaped shifting elements, represent the positions of those parts for the starting operation, it will be assumed first, that the heavy lines in such cases represent the actual connection, and that where the corresponding dotted lines are shown, there is no cross connections. The circuit may, for instance, start at the lower side of the right hand set of batteries or cells, that is, set No. I, the current run ning through the lead wire 150 to the point x 151 thence through the connecting .wire 152 to the point 153, which isconnected by the heavy line connection 154, to the wire 155 which connects with the opposite or positive terminal of unit No. II, thence across the battery through the wire 156 to wire 157 and thence into the unit No. III, through the medium of the heavy connecting strip 158 and wire 159. The current then passes through the unit No. III, into the wire 160 through the point 135, wire 134, heavy connection 132, wire 130, through unit No. IV into wire 131, thence through the main line 118 into the motor-generator 33, thus operating the motor-generator asa motor, under the combined voltage of all of the units of the battery. The circuit is completed through the series field 103, wire 120, branch wire 4162, which short-circuits the cut-out device heretofore mentioned, through the heavy connecting strap 163 into wire 109, through which it passes into the positive side ofunit No. I. WVhen'in this connection, it will be noted that the shunt field or winding is cut out, because of the gap, which is represented by the dotted line 106. This arrangement causes high voltage through the motor for starting and a straight series wound motor to give torque, for the purposes, and with the advantages heretofore referred to.

Immediately upon the motor-generator creating sufiicient power to turn or crank the engine and thus automatically start the same, the mechanical switch or controller is shifted, as has been heretofore explained, throughcertain mechanical connections, so that the series connections of the accumulator are withdrawn and the connections for the charging operation are drawn into place. This condition of the switch or controller as shown in the diagrammatic con nections of Fig. 8, for the charging operation will now be explained.

Starting at the generator the current divides into two circuits, the first of which passes into the shunt field through the wire 107, through the dotted line or electrical connection 106, wire 104, shunt field coil 102, wire 104 into the opposite brush of the generator. This energizes the shunt field. The other divided circuit starts from the positive brush of the generator and goes through the series coil 103 to the lead wire 120. Until the engine speeds up there is not sufficient current passing into the core 116 to attract the armature 114, through the core 121. The current will therefore pass through the core 116, wire 122 into the main line wire 118 thus making the complete circuit. As soon as'the engine speeds up and the series and shunt fields of the generator have been brought to a point where the voltage is suflicient to overcome the battery voltage, then suificient current will pass through the coil 116, of the cut-out device, to energize the core 121, to such a degree that the armature 114 will be attracted thereto and i thus make contact with the plate 113. As soon as this action occurs, the current will immediately pass through the low resistance coil 115, thence through the armature and contact plate 114 and 113 respectively, into the wire'112 and into the line wire 109. From thence the current flows through the wire 125, through the dotted line connection 128, wire 130, through the fourth unit of the battery, out through the wire 131 into the main line wire 118, and thence back to the generator. At the same time, the other three units of the battery are being charged in substantially, the same manner, by reason of the fact that from the common wire 109 there extends the lead wires 175, 176, to

tions 180, 181, and 136 and branch wires 185, 187 and 138 respectively. Thus under these dotted line connections, it being understood that the heavy line connections are eliminated when the system is in charging position, the generator is now in its condition for charging the batteries in multiple series arrangement of four groups in parallel, with three cells in series in each group, and the generator has its field wound with the compound differential winding arrangement.

The above described connections for operating the motor-generator as a motor, at a multiplied voltage at 2% volts and to permit the motor-generator to act as a generator, to charge the accumulator at substantially six volts, are absolutely controlled by the shifting of the controller switch. There is, however, an additional electrical connection between the accumulator and motor-generator, which is provided so that the motor-generator may be operated as a motor, at a reduced voltage, as compared with the voltage at which the motor-generator operates as a motor for starting purposes, or at substantially the same voltage as that at which the accumulator is charged by the motorgenerator, acting as a generator, namely six volts. This additional electrical connection also has several other important functions, among which may be mentioned, the control of the connections which couple u a the means for shifting the mechanical an electrical connections, heretofore described and which are operated through the medium of the clutch pedal, in the present instance. This electrical connection comprises a wire 68, which is tapped off of the main line wire 109 and leads to the contact plate 66 (see Fig. 3 as well as Fig. 8). This contact plate carries a push button arrangement 67, which is mounted at any convenient place, prefer ably, directly below the drivers seat on the vehicle, so that it may be readily accessible to the driver, without .necessitating any change in his position, from that ordinarily assumed in the driving of the vehicle.

The contact plate 66, as has heretofore been described, is mounted upon an insulating block 65, to which is also secured the stationary contact plate 64. The lead wire (38 extends from the contact plate 64: to one end of the magnetic coil 69, surrounding the core 36, which is adapted to attract, when energized, the pivoted magnet 40, which effects the coupling up of the mechanical connections heretofore described. The wire extends from the coil 69 to the series field 103 of the motor-generator.

The entire circuit, just described, which embodies the additional electrical connections for permitting the driving of the motor at low speed, is of a higher resistance than the circuit which conducts the current from the cut-out device to the batteries through the wires 112 and 109 respectively, and inasmuch as the magnet comprises the coil 69 it will follow that the resistance in said circuit is such that the amount of current passing through said circuit will be reduced below the amount of current which is normally charged into the accumulator when the motor-generator is operating as a generator. It thus appears that these de vices for varying the flow of current from the batteries, which include this arrangement of having higher resistance for the initial movement, and relatively low re sistance for the cranking movement, serve to bring about the change in torque, so that there is the low torque movement referred to, for effecting the proper coupling, and then the high torque movement for cranking when the proper enmeshment is accomplished. The difference in resistance, between this additional electrical circuit and the charging circuit, also effectually provides a safety device, inasmuch as the current will not flow through this circuit, even though the circuit is closed through the operation of the push button, at any time while the motor-generator is operating as a generator, or at least at any time while the cut-out device is closed to permit the passage of current therethrough. This same arrangement, consequently acts as a safety device in preventing the coupling up of the mechanical connections and the operation thereof, at any time except when the motorgenerator is at rest and the cut-out device is open.

From the connections of this supplemental or additional electrical circuit, it will be understood that the closing of the push button switch is necessarily the initial operation of the system and takes place while the controller switch is in charging position, so that the voltage of the several units in multiple series, is transmitted through this circuit into, the motor-generator, to operate the same at a low voltage, for the purposes hereinbefore set forth.

lVhile I have set forth the various opera tions of the system as the description has progressed, a brief description will now be given of the sequence of operations as they occur when it is desired to start the engine of the vehicle.

Supposing that the motor-vehicle, together with the engine and motor-generator are at rest and that the connecting elements thereof are in their normal or home position the operator of the car, first closes the push button switch, through the supplemental electrical connection between the accumulator and the motor-generator to actuate the same as a motor, at a low speed and at low torque. The passage of the current through this circuit, causes the connection or coupling up of the controlling mechanism, which i is mounted upon the clutch shaft with the clutch pedal or operating member, as well as to actuate the said motor-generator at a low speed. being applied to the clutch pedal, the shift- Immediately "upon pressure ing gears which couple up the motor-generator withthe. engine are brought into enmeshment and the controller-switch immediately after is shifted from charging to starting position. Simultaneously with the coupling up of the motor-generator and the engine,.the transmission clutch, which connects the driving gear of the vehicle with the engine, is positively disconnected from the driving connection with the engine. As

' soon as the controller switch is shifted into starting position, the combined voltage of the storage batteries passes into the series field of the motor-generator and actuates the same, at a multiplied voltage, with suflicient power to turn or crank the engine and thus automatically start the same. As soon as the engine has become self actuating, the operator releases theclutch pedal whlch is returned to its home position, by means of any suitable sprlng arrangement, and also releases the pressure upon the push button,

so that the circuit, which will be termed the push button circuit, is'open and the flow of current therethrough is stopped. It will, of course, be understood that as soon as the flow of current through this independent electrical circuit is stopped, themagnet 37 will become de'c'nergized and the pivoted armature 4-0, WlllCllll'l its attractedposition,

forms a. coupling means between the mag netic device of the clutch pedal and shaft,-

will be released from its attracted position and moved to its uncoupled position, through the medium of the spring47 (see Figs. 2 and Simultaneously with the return of the clutch pedal to its home position, the gears which couple up the motorgenerator and the engine, will be forced out of their driving position, and the controller switch will be so shifted that the series connections will be broken and the charging connections brought into operative position. The transmission clutch will also be forced back into engagement with the flywheel of the engine. After the engine has been started and the connections shifted, as just described, it will be obvious that the transmission clutch of the engine may be connected and disconnected from engagement with the fly-wheel of the engine, without affecting in any way, the other mechanism, inasmuch as this mechanism is nor mally loosely mounted on the clutch shaft and is only brought into operatlve position,

at such times as the ma et 37'is ener ized V under which condition it causes the coupling up of the pedal shaft with the magnetic device. I

While I have described and shown a preferred form of one embodiment of my present invention, it will beunderstood that deand scope of the present invention.

What I claim is as follows:

1. In a starting device, the combination with an engine, anda starting device there for; of'means for couplingthe engine and starting device together; an operating memher for controlling said coupling means; and means for connecting and disconnecting the operating member and said coupling means.

2. In an engine starting system, the combination with an engine and a starting device therefor; means for controlling said starting device, normally inoperative relativethereto; and means for rendering said controlling means operable relative to the starting device.

3. In a starting device, the combination with an engine, and a starting device there for; of coupling means therebetween; an operating member for controlling said v coupling means; and electrically controlledmeans for connecting together said operattransmission clutch between the engine and the drlven member; means for coupling the engine and the starting device together; an operating 1 member for controlling. said clutch; and auxiliary means for connecting together said operating member and said coupling means.

5.7 In an engine starting system, the combination with an engine, of a starting device therefor; a main controlling member operable to perform a plurality of functions, including the control of the starting device but normally inoperative relative to said starting device; and means for rendering said controllingmember operable relative to thestarting device.

6. In a starting device of the character described, the combination with an engine, and a transmission clutch connected therewith; a clutch pedal having connections for shifting said clutch, the forward movement of said pedal disengaging said clutch from the engine, while the return movement thereof moves said clutch into engagement with the engine; of a starting device; means for coupling the starting device to the engine;

' electrically controlled means connecting the clutch pedal with said coupling means, so

constructed that the forward movement of the clutch pedal will simultaneously 'disen gage the clutch from the engine and couple and starting device together; a transmission clutch; an operating member for controlling the engagement and disengagement of the engine and the clutch; auxiliary means for connecting together said clutch operating member and said coupling means, including an element rigidly connected with said operating member and an interlocking member norn'ially disconnected therefrom but connected with said coupling means; and means for causing interlocking between said last mentioned element and interlocking member whereby said clutch operating member will be connected up to said coupling means.

S. In an engine starting device, the combination with an engine, and a starting device therefor; of means for coupling the engine and starting device together; a transmission clutch; an operating member for controlling the engagement and disengagement of the engine and the clutch; auxiliary means for connecting together said clutch operating member and said coupling means, including an element rigidly connected with said op erating member and an interlocking member normally disconnected therefrom but connected with said coupling means; and an electromagnet with circuit therefor and a cooperating armature, said armature being connected with said interlocking member, whereby the energizing of the magnet and operation of the armature causes the interlocking between said above mentioned interlocking member and said rigidly connected element, to connect said clutch operating member with said coupling means.

9. In an engine starting device, the combination with an engine, an electric motor, intermediate connections between the engine and electric motor for starting the former by the latter, and an operating member for controlling said intermediate connections; of electrical means for preventing the operation of said operating member to re'elngage said intermediate connections between the engine and electric motor after the latter has started the former and said intermediate connections have been disconnected.

10. In an engine starting device, the combination with an engine, and a starting device therefor; of means for coupling the engine and starting device together; an operating member for controlling said cou pling means; means for connecting together the operating member and the coupling means; and means for preventing such connecting of said operating member and coupling means when once they have been disconnected and the engine is running.

11. In an engine starting device, the combination with an engine, and a starting deating member for controlling said coupling means; means for connecting together the operating member and the coupling means; and flexible means for permitting movementof the operating member relative to the coupling means, after connection is made therebetween, when said coupling means is prevented from operating.

12. In a starting device, the combination with an engine, and a starting device therefor, of means for coupling the engine and starting device together; an operating member for controlling said coupling means; and means for giving said starting device a defined slow initial starting movement as a preliminary to the movement of said operating member to operate said coupling means.

13. In a starting device for engines, the combination with an engine, and a starting device therefor; of mean for coupling the engine and starting device together; an operating member for controlling said cou pling means; and electrical means for giving said starting device a defined slow initial starting movement.

14. In an engine starting system, the combination with an engine, of a starting device normally disconnected therefrom; and means for imparting an initial movement to said starting device as a preliminary to the actual starting movement of said device to facilitate its connection to the engine.

15. In an engine starting system, the combination with an engine, and a starting device therefor; an operating member for coupling the starting device and engine together; and means for effecting an initial relative movement between the starting device and the engine to facilitate their coupling.

16. In an engine starting system, the combination with an engine, and a starting device therefor; of normally disconnected toothed members between said engine and starting device; means for moving one of said toothed members axially into enmeshment with the other; and means for imparting an initial movement to one of said toothed members previous to enmeshing it with the other.

17. In an engine starting system, the com bination with an engine, a gear wheel associated therewith; of a starting device comprising an electric motor having an armature; a pinion connected with said armature; and electrical means for preliminarily actuating the armature of said motor to facilitate the connection of said pinion with said engine gear wheel.

18. In an engine starting system, the com bination with an engine, of a starting device; means for coupling said starting device to the engine; and devices for imparting two periods of movement to said startingdevice, one of low torqueto effect the.

, lishing the accumulator connections to impart an 1n1t1al movement to the starting proper coupling'thereofto the engine, and the other of high torque to start the engine. 19. In an engine starting system, the com,-

motorto operate first, with an initial movement of low torque to effect the proper coupling of the motork'to theengine, andthen with a movement ofhi'ghtorque'to'crank the engine. i

i 20. In an enginestarting'system,the com bination with an engine, of an electric start'-" ing motor; means for coupling'the same to the engine;"an accumulator electrically connected with said motor; means for estabmotor to facilitate the coupling thereof to the engine; and means it'or changing the ac-- cumulator connections to .impart a cranking movement to thejstarting motor after part an initial movement to-thefstarting, motor to facilitate the coupling thereof to it is coupled to the engine.

21. In an engine starting system, the combination Wltll an engine, of an electric starting motor; means for coupling the same to the engine; an accumulatorelectrically con-, nected with said motor; means for estab lishing the accumulator connections to imthe engine; means for changing the accumulator connections'to impart a cranking-movement a the starting motor. after. itiscou pled to the engine, and havingprovisionsfor delaying the change ofaccumulator connec-- tions until the motor; hasbeen coupled to the engine. i I I In an engine startingdevice, the combination with an engme, a transmission clutch; means'for moving said clutch into and out of engagement with the engine; of a motor; means for coupling the engine therewith anv accumulator having electrical connections with said motor; controlling mechanism for shifting said electrical con- V nections to cause the, motor to crank the engine, and for also shifting the coupling means .to couple the motor to the engine; and auxiliary connections between the accumu lator and the motor for initially operating the motor at a low speed, also to connect said 'last named controlling. mechanism with the means for operating. the transmission clutch, whereby the transmission clutch will be moved out of engagement'with theengine,

, simultaneously with the coupling upof the motor and the engine for cranking.

, 28. In an engine start ng device, the co mbination with an ,engme, ,a transmlssion clutch; a clutch pedal connected therewith and adapted to move said transmission clutch into and out, of engagement with the engine; eta motor; means for coupling the engine therewith; an accumulator having electricalconnections with said motor; con trolling mechanism normally loosely mounted relative to clutch and clutch pedal, for shitting the electrical connections to cause the motor to crank the engine, and for also shifting the coupling means between the motor and the engine; said controlling mechanismincluding a magnet and a latch mechanism controlled thereby; and independentelectrical connections between the accumulator and the motor for initially operating the motor at a low speed, and also to energize said magnet, whereby the said controlling means and the clutch pedal Willbe rigidly connected through said latch mechanism, so that the transmission clutch will be moved out of engagement with the engine, simultaneously with the coupling up of the motor and the engine for cranking.

24-. In an engine starting system, the combination with an engine, of an electric starting motor; means for coupling said motor to the engine; an accumulator; circuits of different resistances connecting said accumul'ator with the motor; means for initially connecting the motor with the accumulator through the circuit of higher resistance to impart an initial movement to said motor; and means for connectingsaid motor with the accumulator through the circuit of lower resistance after the coupling of the motor to the engine has been effected, whereby to crank the engine.

. 25. In an engine starting system, the combination with an engine, of a starting devicecomprising an electric motor having a series field winding; of an accumulator; shiftable connecting devices between the motor and engine; and means for initially passing a reducedcurrent through said series fieldwinding toeftect an initial turning of the motorto facilitate the shifting of the connecting devices. p

26. In an engine starting system, the combination with an engine, and a starting motor normally disconnected therefrom; ofdevices for imparting initially a slow and low torque movement to said starting motor to facilitate and effect proper connection of the motor to the engine.

. 27. In an engine startingsystem, the combina'tion with an engine, and a starting motor normally disconnected therefrom; of circuit connections for imparting to the motor two phases ofmovement, one oflow torque for facilitatingcoupling tothe engine and one of high torque for cranking the engine; and an operating member having connections for controlling. both the said coupling and the change from low to high torque movement.

28. In an engine starting system, the combination with an engine, and a starting motor normally disconnected therefrom; of circuit connections for imparting to the motor two phases of movement, one of low torque for facilitating coupling to the engine and one of high torque for cranking the engine; and an operating member having connections for controlling both the said coupling and the change from low to high torque movement, said operating member connections being constructed to produce said change to high torque when the proper enmeshment of said coupling has been accomplished.

29. In an engine starting device for vehicles such as automobiles, the combination with a non-self-starting engine for propelling said vehicle, of a small electric starting motor; a battery; electrical connections comprising circuits of diiferent resistances between said battery and said motor whereby to vary the torque of the motor; a toothed wheel connected with said engine; a toothed member driven by said motor and adapted for movement into enmeshment with said toothed wheel; and devices for changing said electrical connections to efiect first through the circuit of higher resistance an initial rotation of said motor during the movement of enmeshment, and second through the circuit of lower resistance a high torque movement of said motor upon proper enmeshment of said toothed member and toothed wheel.

30. In an engine starting device for vehicles such as automobiles, thecombination with a non-self-starting engine forpropelling said vehicle; of a small electric starting motor; a battery; electrical connections of different resistance between said battery and said motor; a toothed wheel connected with the engine; a pinion driven by the electric motor and adapted for movement axially into enmeshment with the toothed wheel; and an operating member controlling said electrical connections and said pinion to cause a movement of enmeshment of said pinion, and to change said connections upon a predetermined point in said movement of enmeshment to cause said motor to act as ahigh torque motor.

31. In an engine starting device for vehicles such as automobiles, the combination with a non self-starting engine for propelling said vehicle; of a small electric starting motor; a toothed member connected with said engine; a pinion driven by said motor, and adapted for movement into engagement with said toothed member; means for controlling said motor and pinion to rotate with low torque effect during movement of said pinion into enmeshment with said toothed member, and to cause said pinion to rotate with high torque effect upon proper enmeshment of said pinion; and spring operated means for withdrawing said pinion from enmeshment with said toothed member.

32. In an engine starting device for vehicles such as automobiles, the combination with a non-self-starting engine for propel-- ling said vehicle; of a small electric motor for starting said engine; means for connecting the engine and motor including a toothed wheel connected with the engine shaft and a pinion driven by the motor; means for imparting a movement of registration to said pinion; and means for imparting a movement of enmeshment to said pinion during said movement of registration.

33. In an engine starting device for vehicles such as automobiles, the combination with a non-self-starting engine for propelling said vehicle; a battery, and a small electric motor with electric connections from the battery for starting said engine; of means for connecting the engine and motor, including a toothed wheel connected with the engine shaft and a pinion adapted to be driven by the motor; and devices for controlling said motor and pinion to impart a combined movement of low torque registration and enmeshment to said pinion and for imparting a high torque movement of rotation to said pinion when the proper enmeshment of said pinion is accomplished.

34. In an engine starting device for vehicles such as automobiles, the combination with a non-selfstarting engine for propelling said vehicle, of a small electric motor for starting said engine; means for connecting the engine and motor, including a toothed wheel connected with the engine shaft, and a pinion driven by the motor and adapted to move axially into and out of enmeshment with said toothed wheel; a battery; electrical connections between said battery and said electric motor; and devices for controlling said connections to supply current from said battery to said motor to cause it to 1'0- tate with a low torque movement during its axial movement into enmeshment with the toothed wheel, and to impart a high torque movement to said pinion upon proper enmeshment thereof with the toothed wheel.

In a starting device, the combination with an engine, and a starting device there-,

for; of means for coupling the engine and starting device together; an operating member for operating said coupling means; means for connecting and disconnecting said operating member and said coupling means; and means connected with said latter means for giving said starting device a slow initial starting movement as an accompaniment to the operation of said connecting means for elfecting the connection between the operating member and the coupling means.

36. In a starting device for engines, the combination with an engine and a starting device therefor; of means for coupling the engine and starting device together; an operating member for controlling said coupling means, but normally disconnected therefrom; and electrical means for imparting to said starting device a slow initial starting movement and concurrently connecting the operating member to the coupling means.

87. In a starting device, the combination with an engine, an electric motor with circuit connections for starting said engine; of means for coupling the engine and starting device together; an operating member for controlling said coupling means; electrically operated means for connecting and disconnecting the said operating member and said coupling means; and electrical connections between said electrically operated means and said electric motor for giving said motor a slow initial starting movement when said electrically operated means is operated to Washington, D. C.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner 01 Yatents,

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2501360 *Apr 23, 1948Mar 21, 1950Westinghouse Electric CorpControl system for diesel-electric locomotives
US2761978 *Jan 5, 1955Sep 4, 1956Piumi UgoElectrical starting and battery-charging system for motor vehicles
Classifications
U.S. Classification290/22, 74/481, 74/810.2, 123/179.1
Cooperative ClassificationF02N11/04