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Publication numberUS3043963 A
Publication typeGrant
Publication dateJul 10, 1962
Filing dateAug 15, 1958
Priority dateAug 15, 1958
Publication numberUS 3043963 A, US 3043963A, US-A-3043963, US3043963 A, US3043963A
InventorsTeikari Weikko
Original AssigneeTeikari Weikko
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Automatic starting systems for internal combustion engines
US 3043963 A
Abstract  available in
Previous page
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Claims  available in
Description  (OCR text may contain errors)



Filed Aug. 15, 1958, Ser. No. 755,233 Claims. (Cl. 29037) This invention relates to automatic starting systems for danger of the oil in the crankcase freezing or getting too thick when a car is left in the open overnight or for long periods.

It is one object of the present invention to provided a mechanism which can be set to automatically start the engine a predetermined time before the car is to be driven.

Another object of the present invention is to provide a mechanism which may be actuated by temperature variations to start the engine when the engine becomes sufficiently cold, so that there is no danger of freezing.

Another object of the present invention is to provide a mechanism of the above type which is readily adapted for use with standard vehicles.

Other objects of the present invention are to provide an improved mechanism, of the character described, that is easily and economically produced, which is sturdy in construction, and which is highly efiicient in operation.

With the above and related objects in view, this invention consists in the details of construction and combination of parts, as will be more fully understood from the following description, when read in conjunction with the accompanying drawings in which:

FIG. 1 is a somewhat schematic, top view, partly in section and partly in elevation, of a system embodying the present invention.

IFIG. 2 is a fragmentary view taken on line 22 of F G. 1.

FIG. 3 is a bottom view of one of the timing discs, taken on line 3-3 of FIG. 1.

FIG. 4 is a view similar to FIG. 3 but taken on line 4 4 of FIG. 1.

FIG. 5 is an enlarged, detailed sectional view taken on line 55 of FIG. '1. 7

FIG. 6 is a view similar to 'FIG. 4 but taken of a modified form of timing disc.

Referring now in greater detail to the drawings wherein similar reference characters refer to similar parts, there is shown a housing 10 within which is provided a timing chamber 12 defined by a top partition 14. In this partition. 14 are provided a pair of spaced bearings 16 and 18 in the first of which is journaled one end of a shaft 20 andinthe other of which journaled one end of a shaft 22.

The shaft 20 extends through an opening 24 in housing 10 and is provided on its outer end with a knob 26. On the inner side of opening 24, the shaft 20 is provided with a washer 28 which covers opening 24 and serves as a spring follower for a coil spring 30 surrounding the shaft 20. This spring 30 is positioned within and bears against one end of a cup-shaped bushing 32 positioned in a partition 34. This spring 30 acts to bias the shaft 20 out of the chamber 12 so that knob 26 is biased away from the housing.

Within the chamber '12, the shaft 20 is provided with a pinion 36 which is adapted to mesh with an idler gear 38 when knob 26 is pushed in against the bias of spring 30. This idler gear meshes with a pinion 40 on a tubular shaft 42 having a reduced end 44 journaled in partition 14. The pinion 40 meshes with a geared wheel 46 carrying a pinion 48. The pinion 48 meshes with a geared Wheel 50 at the lower end of a shaft 52. The shaft 52 is threadedly engaged Within a tubular sleeve 54 made of electrically insulating material so as to insulate the chamber 12 from any electrical current passing down the shaft. At the other end of insulating sleeve 54, on the shaft 52, is positioned a washer 56 which supports a disc 58 the near side of which is made of Bakelite, a phenolic condensation product, and the far side of which is made of brass. A spacer sleeve 60 surrounds shaft 52 between the brass portion of disc 58 and the Bakelite portion of a similar disc 62. The disc 62 is clamped on the shaft 52 by means of a washer 64 and a nut 66. A spring contact 68 of general L-shaped configuration is connected at one end to the housing, as at 70, and at the other end 72 is clamped between a pair of nuts 74 and 76 on shaft 52. An electrical lead line 78 connects the spring 68 to a contact operated by the off button 80 of an off-on switch 82. The contact is operated by an on button 84 of this switch for connection through line 86 to a control switch 88 actuated into closed position by-pushing in the park button P on the push-button shift control device 90. The other contact of the'switch 88 is connected through line 92 to a terminal 94 to which the ignition system in connected on an ignition switch and starter mechanism 96. A line 98 leads from terminal 100 to which the starter is connected to one side of a spring arm 1102 forming part of a double-duty cut-out mechanism 104.

Also within chamber 12, the shaft 22 extends through an opening 106 in housing 10 and is provided on its exterior end with a knob 108. On the interior side of opening 106, the shaft 22 is provided with a washer 110 which covers the opening 106 and serves as a spring follower for a coil spring 112 surrounding the shaft 22. This spring 112 is positioned within and bears against one end of a cup-shaped bushing 114 positioned in partition 34. The

spring 112 acts to bias the shaft 22 in a direction whereby the knob 108 is held away from the housing.

On the shaft 22, within the chamber 12, is provided a pinion 116 which is adapted to mesh with an idler gear 118 when the knob 108 is, pushed in. The gear 118 is, in turn, in mesh with a pinion 120 on a shaft 122 journaled in partition 14. The shaft 122 is connected to a mainspring 124 mounted on a bracket 126 in such a manner that rotation of the shaft 22 via pinion 120 and shaft 122 winds the mainspring. Below the mainspring, the shaft 122 is provided with a pinion 128 which meshes with a gear 130 on the tubular shaft 42.

The shaft 42 extends through the housing into a clock area defined by a transparent disc 132 and, within this area, the shaft 42 is provided with an hour hand 134 and a minute hand 136 arranged to move in the ordinary manner of any standard clock device, the dial face of the clock being provided at 138.

In order to set the clock to the desired time, the knob 26 is pushed in and rotated to actuate its corresponding gear train to set the hands 134 and 136 of the clock to the desired time; at the same time, the gear train acts through gear 50 to rotate the shaft 52 to rotate the discs 58 and 62 into a synchronous position corresponding to that shown on the clock. The clock is kept in movement by the mainaoaases The timing discs 58 and 62 are each adapted to coact with pairs of timing and starter points 139 and 140 mounted respectively in blocks 142 and 144. These pairs of points 139 and 140' are spring-pressed electrodes which are connected to each other in parallel as by wires 146 and are positioned in individual bores 147. These electrodes are spring-pressed out of their bores 147 by coil springs 149 (see FIG. The electrode points 139 bear against the undersurface of disc 58 upon which segments are laid out to coincide with the segments on the dial face 138 of the clock. Arranged in spiral form and imposed on these segments are electrical contacts 148 in contact with underlying brass disc which is connected electrically to spring contact 68 (see FIG. 3). The electrode points 140 similarly bear against the undersurface of disc 62 which is similarly provided with electrical contacts 150 arranged in a separate pattern.

The blocks 142 and 144, upon which the electrode points 139 and 140 are mounted, are each adjustable radially of their respective timing discs 58 and 62 through a sliding engagement with their respective slots 152 and 154 formed in corresponding longitudinal, hollow tubes 156 and 158 by means of lateral screw 159. These tubes 156 and 158 are each arranged to extend from one side to the other of the housing and are threaded at each end, as at 160 and 162, whereby they are threadedly adjustable within coresponding internally-threaded bushings 164 and 166 in the walls of the housing 10. In this manner, the tubes 156 and 158 are longitudinally adjustable.

Telescopically positioned within each of the tubes 156 and 158 are respective internal rods, designated 168 and 17 0, and having rack portions, as at 172 and 174, provided thereon. These internal rods 168 and 170 are connected by the screws 159 to their corresponding blocks 142 and 144 to move these blocks in their respective slots 152 and 154 upon longitudinal movement of the internal tubes. This longitudinal movement is eifected by gears, shown respectively at 176 and 178, which extend through corresponding slots 180 and 182 in the external tubes 156 and 158 to mesh with the respective rack portions 172 and 17 4.

The gear 176 is mounted on a hub 184 on a tubular shaft 186 extending through bearings 188 and 198. The shaft 186 extends through the housing 10 and is provided at its external end with a knob 192 having indicia 194 thereon to correspond to the various contacts 148 on disc 58. The gear 178 is mounted on a disc 196 on a shaft 19 journaled at one end in a bearing 200 in the housing 10 and extending through the tubular shaft 186 out the other side of the housing at its other end. At this other end, outside the housing, the shaft 198 is provided with a knob 202 also provided with indicia 204 to correspond to the contacts 150 on disc 62.

By rotating the knobs 192 and 202 individually until the desired hour is indicated by indicator mark 206 on the housing, the respective blocks 142 and 144 are adjusted radially of their respective timing discs 58 or 62 until their electrodes are in position to engage against the contacts 148 or 150 corresponding to the desired time when the engine is to be started. Then when, during its rotation, the timing disc 58 or 62 reaches the position Where the particular contact 148 or 150 engages with the pre-set electrode points 139 or 140, the electrical circuit is energized as will be hereinafter explained.

As explained above, the electrode points on the blocks 142 and 144 are connected by electrical lines 146. In addition, electrode points 139 on block 142 are respectively connected by lead line 208 to terminal 212 on ignition switch and starter assembly 96 and to which the battery is connected, and by lead line 210 to a contact 214 on the double duty cut-out device 104. This contact 214 is normally held against a contact 216 on the spring arm 182 by the inherent resilience of the spring arm 102.

The spring arm 102 is also provided with a second contact 218 separated from contact 216 by an insulating .1 member 220. This contact 218 is normally held spaced from a contact 222 by the spring arm 102 but is adapted to be moved against the contact 222 when the spring arm is pulled toward coil 224 when current flows in the coil. At such time, contact 216 is simultaneously moved away from contact 214.

The coil 224 is adapted to be energized by the generator 226 to which it is connected by a lead line 228; while the contact 222 is connected by lead line 230, through an interposed ammeter 232, to a solenoid switch 234. This solenoid switch is connected to the battery 236.

In operation, when the engine is running, the current flows from generator 226 into coil 224 creating a magnetic force in the general manner of a solenoid whereby spring arm 102 is pulled down to move contact 216 away from contact 214 while simultaneously moving contact 218 against contact 222. This establishes a circuit through solenoid switch 234 to close that switch and send current into battery 236 via the .ammeter 232, while at the same time, the circuit to the starter is opened because of the spacing between contacts 214 and 216. This stops the operation of the starter which had been actuated by timing discs 58 and 62. When the engine stops running, the generator 226 is inactivated, thereby halting the flow of current through coil 224. This releases the spring arm 102 which then returns to its normal position breaking the circuit to the battery and establishing the circuit to the timing and ignition mechanisms which are now ready for further operation when desired.

Instead of being controlled by the parking button P of the gear shift mechanism, the timing and ignition circuit may be controlled by a switch means 238 connected to the emergency brake 240. Also, instead of using the double duty cut-out device 104, it is possible to use the vacuum system of the carburetor indicated at 242. Lead lines 244 and 246 lead respectively from block 142 and from contact 214 to contacts 248 and 250 on the carburetor assembly. A normally closed switch 252 is connected to pivotally contact 250 and is adapted to be moved away from contact 248 by the suction created in the carburetor during the running of the engine. When the engine stops, the switch 252 is automatically closed re-establishing the circuit.

The above-described system is also provided with automatic timing means which, instead of being pre-set, acts to automatically start the engine whenever the temperature falls below a certain minimum and permits it to run until the engine is warmed up. At the same time, the timing means can be set for starting the engine at a specific time. This type of operation provides for the use of a substitute disc 254 which replaces disc 62. When this substitute disc 254 is in place, it is used in conjunction with a pointer 256 mounted on one end of an arm 258 mounted at its other end on a shaft 260. A weak torsion spring 262 surrounds the lower end of shaft 260 and is connected to arm 258.

The shaft 260 extends through the housing 10 being held by nuts 264 on each side of the housing. The shaft 260 is then screwed into one end of an insulator sleeve 266 into the other end of which is screwed a shaft 268. The shaft 268 extends into a duct 270 having a tube connected with the interior thereof and extending to below the engine. Within the duct 270, the shaft 268 is provided with a thermostat spring 272 connected at its other end to the duct.

In operation, whenever the temperature in duct 270 falls below a certain minimum, the thermostat spring rotates the shafts 268 and 260 and through them the arm 258 to move pointer 256 against the necessary contact point on disc 254 to start the engine. Duct 270 directs the flow of outside air from below the engine to operate the spring 272. The duct 270 leads to below the engine because that is where the oil pump is located and it is the engine oil that should be kept sufliciently fluid for easier starting. The timing disc 53 can then be used to set the engine to start at the desired time.

The timing discs 58, 62 and 254 are illustrated in FIGS. 3, 4 and 6, respectively. Each of these discs has a working face divided into twelve segments, each constituting one hour. Each segment is, in turn, divided by radial lines 274 into ten minute intervals. The concentric lines 276 coincide with the various adjustable positons of the timing electrodes 139, 140 or 256 as the case may be. The contacts "148 on disc 58, 150 on disc 62 and 278 on disc 254 are placed in predetermined positions both radially and circumferentially depending on the particular time they are to coincide with. The circumferential extent of the contacts 148, 150 and 278 determine the length of time during which the engine will run since the circuit is closed when the timing points first engage the contacts and opens when they are disengaged during rotation of the discs. This time interval has been illustrated as comprising minutes; however, the length of time can be made as long or as short as possible in accordance with the circumferential extent of the contacts 148, 150 or 278.

The disc 254 is generally similar to discs 58 and 62 except that the timing contacts 278 are somewhat differently arranged because of the automatic thermostatic operation with which it is used. The arm 258 being mounted on shaft 260 which is at the periphery of the disc 254, the rotation of the shaft 260 by means of thermal expansion or contraction of spring 272 provides an eccentric rotation of arm 258 and contacts points 256 relative to the face of the disc 254. With this arrangement, and with the center of disc 254 corresponding to the coldest point and its periphery to the warmest point, the rotation or arm 258 moves the contact point 256 radially of the disc 254 in accordance with the temperature. As shown in FIG. 6, an increasing number of contacts 278 are pro vided as they go radially inward so that whereas adjacent the periphery only one engine start is made every 12 hours, at the center, there is continuous operation since this corresponds to extremely low temperatures.

, Although this invention has been described in considerable detail, such description isintended as being illustrative rather than limiting, since the invention may be variously embodied, and the scope of the invention is to be determined as claimed.

Having thus set forth and disclosed the nature of this invention, what is claimed is:

1. An automatic starting system for an internal combustion engine having an ignition and a starting mechanism comprising a housing, a timing mechanism in said housing, said timing mechanism including a timing shaft rotatably positioned in said housing, a disc driven by the shaft a clock mechanism in said housing, said clock mechanism being operatively connected to said timing shaft, means outside said housing for winding and setting said clock mechanism, a plurality of electrical contacts spaced from each other in a predetermined pattern on at least one face of said disc, a pair of spaced electrical contact points in slidable engagement with said one face of said disc, said disc being rotatable relative to said contact points to bring the electrical contacts on said disc into and out of bridging relationship to said pair of contact points, said contact points being connected to a rack movable radially relative to said disc, said rack being in mesh with a pinion, said pinion being mounted on a rotatable rod positioned within said housing and extending outwardly of said housing, said rod being provided with a manually operable adjusting knob outside said housing, one of said contact points being in electrical circuit with a starting mechanism and the other of said contact points being in electrical circuit with a source of electrical energy, a manually operated switch connecting the contacts on the disc to the starting mechanism, a normally closed cutout switch between the one contact point and the starting mechanism, a generator operated by the engine, and a single electromagnet controlled by the engine when in operation for opening the cut-out switch to disconnect the starting mechanism from the timing mechanism and for connecting the battery to the generator.

2. An automatic starting system for an internal combustion engine having an ignition and starter mechanism comprising a timing switch having a pair of contact points, a bridging contact for closing the switch, a clockcontrolled mechanism cooperating with said switch for relatively moving the contact points and bridging contact to'effect closure of the switch at a predetermined time, one of the contact points and the bridging contact being serially connected bet-ween a source of energy and the ignition mechanism through a manually controlled switch, a normally closed cut-out switch connecting the other of the contact points driven by the engine when in operation, a solenoid. controlled by the output of the generator for opening the cut-out switch to disconnect the starting mechanism from the timing switch and a further switch operated by the solenoid for connecting the generator directly to the battery.

3. An automatic starting system as defined by claim 1 in which the electromagnet is energized by the generator upon operation of the engine for opening the cut-out switch, the cut-out switch including a further switch operated by the electromagnet upon energization thereof for connecting the generator directly to the source of energy.

4. An automatic starting system for an internal combustion engine as defined by claim 2, a shiftable gear mechanism operated by the engine, the manually operated switch being closable by movement of the gear shift mechanism into a predetermined position.

5. An automatic starting system for an internal combustion engine as defined by claim 2 in which the engine is mounted on a vehicle having a handbrake, the manually operated switch being closable by actuation of the handbrake to braking position.

References Cited in the file of this patent UNITED STATES PATENTS 1,225,643 Kammerhofi May 8, 1917 1,269,637 Olmsted June 18, 1918 1,386,844 Cowen Aug. 9, 1921 1,859,328 Cobb May 2 1932 2,544,955 Harrelson Mar. 13, 951 2,579,958 Perhats Dec. 25, 1951 2,596,039 McCormick May 6, 1952 2,606,298 Merritt Aug. 5, 1952 2,607,013 Drummond Aug. 12, 1952 2,654,036 Schneider et al Sept. 29, 1953 2,698,391 Braden et al Dec. 28, 1954 2,748,759 Schiifer June 5, 1956 2,791,699 Taylor May 7, 1957 2,860,702 Dalzell Nov. 18, 1958

Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US1225643 *Oct 14, 1914May 8, 1917Heinrich H M KammerhoffElectric gas-engine-starting and battery-charging system.
US1269637 *Mar 9, 1917Jun 18, 1918George C OlmstedAutomatic intermittent control for internal-combustion engines.
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US1859328 *Oct 1, 1928May 24, 1932Sr Perez N CobbEmergency brake and ignition and starter control
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Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3453444 *Sep 2, 1966Jul 1, 1969Vitallo Nugent JamesAutomatic engine starter
US3532895 *Mar 26, 1969Oct 6, 1970Ruben DelcastilloAuto interval starter
US3740564 *May 3, 1971Jun 19, 1973G WongAutomatic starting device for automotive engines and the like
US3811049 *Jun 21, 1972May 14, 1974D HildrethRemote control engine starter
US4296334 *Sep 7, 1978Oct 20, 1981Gim WongProgrammable electronic starting device for autos and the like with means selectable to actuate accessories
US5483107 *Jul 23, 1993Jan 9, 1996Xander; Wilmer R.Automatic defensive driving illumination system
U.S. Classification290/37.00R, 123/179.3, 290/38.00R, 322/100
Cooperative ClassificationF02N11/08