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BACKGROUND OF THE INVENTION
This invention relates in general to electronic devices and in particular
to such devices arranged as an automatic starting system for vehicles.
Automatic starting systems for vehicles represent an attempt by man to
simplify a manual activity by the use of electronics. The object quite
simply is to enable an individual to start a vehicle either by clock means
at a preselected time of day and/or from a remote location at any desired
time by the use of remote control transmitter-receiver means. The
following listed patents disclose certain circuit arrangements which have
been conceived in an attempt to provide improvements to automatic starting
systems.
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U.S. Pat. No.
Patentee Issue Date
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2,698,391 Braden et al. 12/28/54
2,748,759 Schiffer 6/05/56
2,836,732 Newlin 5/27/58
2,975,296 Dominguez-Rego 3/14/61
3,696,333 Mott 10/03/72
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Braden et al. discloses an engine-control system whereby an engine may be
started and stopped automatically under the control of a clock mechanism.
Also provided are means to start and stop the engine under certain
temperature conditions.
Schiffer discloses an automatic starting device for an internal combustion
engine which incorporates a timing mechanism for starting a car at a speed
somewhat above idling speed and reducing the speed to the correct idling
speed when the proper vehicle temperature is reached.
Newlin discloses an automatic car starter for automatically starting a
motor vehicle at a predetermined time and energizing the motor vehicle
heater at the predetermined time, whereby the automobile engine and the
interior of the automobile will have had sufficient time to warm up when
the operator enters the vehicle.
Dominguez-Rego discloses a clock-control circuit for energizing the
ignition circuit of a vehicle, the starter and the heater and for
controlling the throttle opening during the starting and warm-up periods.
The circuit deenergizes the starter once the engine has started and
restarts the engine if it stalls while warming up or idling.
Mott discloses an automatic automobile starter which permits utilization of
either a clock-switching mechanism or a radio remote control switching
system to supply current to the starter motor. Current is supplied to the
ignition coil through an oil pressure switch to insure that the engine
will not start unless there is sufficient oil pressure.
None of these disclosed devices or systems disclose means by which the gas
pedal may be pumped prior to current being coupled to the starter which is
the vehicle manufacturer's recommended way to start most vehicles which
have a cold engine. In addition, none of the disclosed devices or systems
include sufficient safety features to virtually eliminate any type of
damage to the vehicle or injury to others. For example, if an overspeed
condition would result, such as by a child playing with the gas pedal of
the started and still unattended vehicle, there are no disclosed means to
turn off the engine automatically. Similarly, if a child would attempt to
raise the hood when the vehicle is being, or has already been, remotely
started, then without some type of interlock switch to turn off the
engine, the child could be injured. Furthermore, none of the disclosed
devices or systems provide means for remote-control turn off of the
vehicle once it has been started.
SUMMARY OF THE INVENTION
An automatic starting system for a vehicle internal combustion engine
according to one embodiment of the present invention comprises system
energizing means electrically connectable to the battery of the vehicle
and selectively actuatable for conducting a current signal from the
battery, a plurality of switch means for coupling the current signal to
the starter circuit of the vehicle, solenoid means connectable to the
throttle-gas pedal linkage of the vehicle and means for alternately
energizing and deenergizing the solenoid means for a finite time interval
thereby creating a pumping action of the throttle-gas pedal linkage.
One object of the present invention is to provide an improved automatic
starting system for the internal combustion engine of a vehicle.
Related objects and advantages of the present invention will be apparent
from the following description.
BRIEF DESCRIPTION OF THE DRAWINGS
FIGS. 1 and 1a in combination are a schematic diagram of an automatic
vehicle starting system according to a typical embodiment of the present
invention.
FIGS. 2 and 2a in combination are a partial schematic diagram of one
particular circuit path arrangement of the FIG. 1 system corresponding to
one set of vehicle conditions.
FIG. 3 is a partial schematic diagram of another circuit path arrangement
of the FIG. 1 system corresponding to a different set of vehicle
conditions.
DESCRIPTION OF THE PREFERRED EMBODIMENT
For the purposes of promoting an understanding of the principles of the
invention, reference will now be made to the embodiment illustrated in the
drawings and specific language will be used to describe the same. It will
nevertheless be understood that no limitation of the scope of the
invention is thereby intended, such alterations and further modifications
in the illustrated device, and such further applications of the principles
of the invention as illustrated therein being contemplated as would
normally occur to one skilled in the art to which the invention relates.
Referring to FIGS. 1 and 1a, which are to be oriented in end-to-end
relationship, there is illustrated in diagrammatic and schematic form
automatic starting system 10 which is designed for the preselected timed
starting as well as the remote starting of the internal combustion engine
of a vehicle, such as, for example, an automobile. Vehicle starting power
is supplied by the vehicle battery 11 which also provides the requisite
power to system 10. The battery is coupled through a fuse 12 to a settable
clock 13 which is in parallel with a remote control receiver circuit
section 14. Circuit section 14 includes a remote-control receiver switch
14a which is compatible with a suitable transmitter and a double-pole,
single-throw relay 14b. Clock 13 may be set to a desired time of day and
when that time is reached, the vehicle will be automatically started as
will be described hereinafter. Alternatively, the vehicle may be
automatically started by means of a remote, hand-held transmitter 15 which
is capable of closing receiver switch 14a by transmitting a particular
frequency signal, as is well known in the art. It is to be anticipated
that starting system 10 may be provided with either receiver circuit
section 14 or clock 13 or both.
Relay 18 is a normally-open, single-pole, single-throw, latching relay,
which, when energized, connects battery power (current) on line 19 to
terminal 20 which will energize light 21 as well as provide power to other
points in system 10. The various relays illustrated in FIGS. 1, 2 and 3
are shown as two-position relays with the solid line representing their
normally deenergized position and the broken line indicating the position
of the relay arm when the relay is energized. For relay 18 to be
energized, two input signals are required. First, there must be a ground
signal provided on line 22 by means of key switch 22a and secondly a
suitable current signal through line 23 from battery 11 by way of either
clock 13 or receiver circuit section 14. In order to prevent continued,
unattended running of the vehicle's engine, relay 18 is a latching relay
which will open after a particular interval of time, such as ten minutes,
thereby shutting off the engine. The fact that relay 18 is a latching
relay means that a momentary transmitter signal will be sufficient to
actuate the receiver and energize the relay. When a clock device is used,
it has only a 5-second run interval and relay 18 remains a latching relay.
However, due to the system operation advantages provided by receiver relay
14b, as will be described in greater detail hereinafter, it is preferred
that receiver circuit section 14 be included. The fact that relay 18 will
open after a preselected interval of time provides a safety precaution
feature which guards against the engine running for extended periods of
time due to inadvertent turn-on of the system or the inability to turn off
the system after intentional turn-on. A further safety precaution is
provided by key switch 22a which is a two-position, key-operated, ON/OFF
switch. Key switch 22a must be closed, thereby providing the necessary
ground signal to relay 18 and to receiver switch 14a, in order for relay
18 to be energize upon the receipt of a suitable power (current) signal
through either clock 13 or through receiver circuit section 14. Thus, if
key switch 22a is left open, the system cannot be turned on. Key switch
22a may be mounted either internally or externally to the vehicle.
Switch 26 is a timed, thermal switch which is normally closed thereby
coupling terminal 20 to terminal 27. This switch will remain closed and
conductive throughout the engine turn-on and warm-up period unless a
ground signal is received at terminal 28 from either the low oil pressure
switch 29 or from the hot terminal 30 of engine temperature switch 31.
When a ground signal is received, switch 26 will heat up within a certain
preselected interval of time such as, for example, twenty seconds, and
will then open, thereby breaking the contact between terminals 20 and 27
and disconnecting the current signal from other portions of the circuit as
will be described hereinafter. Terminal 27 is coupled to relay 34, vacuum
switch 35 and overspeed switch 36. Relay 34 is a normally-open,
single-pole, double-throw relay and when energized, relay 34 switches from
contact with terminal 34b to contact with terminal 34c thereby coupling
battery power (current) on input line 34a to terminal 34c. Terminal 34b
connects to clock 13 and to the relay 14b portion of receiver circuit
section 14. Relay 34 is energized by the presence of a ground signal on
line 37 from switch 38 and battery power from terminal 27 by way of switch
26 and relay 18. Under normal conditions, timed, thermal switch 38 will be
closed as will hood safety switch 42, and a ground signal will be provided
to relay 34. However, if the hood of the vehicle is opened before, during
or after the automatic turn-on cycle of system 10, switch 42 will open
removing the ground signal from relays 34 and 18, preventing coupling to
terminal 34c. Similarly, when an overspeed condition is sensed, based on
engine RPM's, a ground signal from overspeed switch 36 immediately is
coupled to line 23 and in turn to relay 18. This ground signal causes
relay 18 to disengage thereby removing battery power from the remainder of
system 10.
Line 37 represents a common ground line for several components of system
10, such as key switch 22a, overspeed switch 36 and relay 34. Conventional
ground symbols are used with all other components and this conventional
symbol represents chassis ground.
Terminal 43 is shown as being connected to switch 44, and it is to be
understood that either switch 36 or 44 may be used to indicate overspeed
conditions. However, both switches would not normally be incorporated
within the same system. However, both switches are illustrated in FIG. 1
for the purposes of drawing clarity and to illustrate their circuit
positions. Switch 36 is an electronic overspeed switch which is set to a
preselected engine RPM level, such as 3,500 RPM's, and is electrically
tied in with the vehicle distributor. In the event the throttle linkage
would stick or the gas pedal would be inadvertently depressed, such as by
a child, then once the engine RPM level exceeds the preselected level, the
ground signal causes relay 18 to disengage. The ultimate effect of this is
that the vehicle engine will be turned off by the removal of battery
power.
In the event mechanical overspeed switch 44 is used, a current signal from
relay 51 will be coupled to terminal 43 of switch 38 by switch 44. This
current signal causes switch 38 to heat up and open. The time interval for
such opening action is approximately six seconds and once open, the
requisite ground is removed from relay 34 which returns the arm of relay
34 into contact with terminal 34b. Switch 44 is a mechanical switch and it
includes a lever arm 44a which is mechanically tied in with the gas pedal
44b of the vehicle and, as before with electronic overspeed switch 36, if
the gas pedal is inadvertently depressed after the engine has started,
switch 44 will be closed thereby providing the requisite current signal to
terminal 43 for turn-off of the engine.
Vacuum switch 35 is a single-pole, double-throw switch which has a
normally-closed terminal coupled to line 45 and normally-open terminal
coupled to light 46. During initial system turn-on, current from battery
11 is supplied by way of line 45 to one side of relays 49, 50, 51 and 52
and to timed, thermal switch 53. Vacuum switch 35 is set at a vacuum level
slightly higher than the starter of the vehicle is capable of producing.
Consequently, current continues to be delivered to the four relays and to
switch 53 until the engine starts, at which time the vacuum level of the
vehicle will be sufficient to change the state of switch 35. The
normally-closed terminal of switch 35 is opened and the normally-opened
terminal closes. The current path to the four relays and switch 53 is
opened while light 46 now receives current and illuminates, assuming the
presence of a ground signal to complete the circuit path, indicating that
the engine is running. If, for some reason, light 46 would be off or would
not turn on in response to engine start-up, then it would be an indication
that there was a malfunctioning portion within the circuit and it would
serve as a warning indicator to the operator that something needs to be
either repaired or replaced. Switch 53 is a normally-closed, timed,
thermal switch which provides a ground connection from the cold terminal
54 of switch 31 to the ground side of relay 49. This switch allows
engagement of relay 49 for a selected, short interval of time, such as 4
seconds. After this interval of time, switch 53 opens and remains open
until the system is reset for another start cycle attempt. Relay 49 is a
single-pole, double-throw type relay which connects to terminal 55 in the
disengaged mode of operation and to terminal 58 when engaged by the
presence of a suitable ground signal and a suitable current signal. Due to
switch 53, relay 49 will first be connected to terminal 55 and then to
terminal 58 for four seconds and will then reconnect to terminal 55.
Terminal 55 connects to the ignition system of the vehicle and to relay
50. Also envisioned as part of this invention is the inclusion of a
double-throw, double-pole relay connected between terminal 55 and ground.
This relay is operable to disconnect the ignition switch of the vehicle
from the ignition system and thereupon to connect the battery to the
ignition system.
Terminal 58 of relay 49 connects to current interrupt, thermal switch
flasher 59 which in turn couples to solenoid 60. Flasher 59 provides
pulses of power to solenoid 60, during the 4-second interval that relay 49
is engaged. These pulses of power cause linear reciprocating motion of
piston 60a which creates a pumping action to the throttle-gas pedal
linkage of the vehicle to which piston 60a is mechanically coupled. As
flasher 59 heats up, current is provided to solenoid 60. When a particular
temperature is reached within flasher 59, flasher 59 opens and becomes
nonconductive as it begins to cool. When a second, lower temperature is
reached, flasher 59 again becomes conductive and this
conductive-nonconductive cycle repeats rapidly. The repetitive frequency
of the on/off/on/off cycling of flasher 59 depends upon the particular
model and style of flasher selected and the number of gas pedal pumps
which occur during the single 4-second interval that relay 49 is coupled
to terminal 58 may range from a single pump to as many as five or six.
Solenoid 60 may be mounted beneath the hood or dashboard of the vehicle
and may be coupled to the throttle linkage by any one of a number of
suitable coupling techniques. This gas pedal pumping action is unique in
that, in addition to simulating normal vehicle starting procedure
requirements, the pumping action occurs before engagement of the starter
and provides a precharge of fuel and sets the automatic choke. At the
present time, on most current model automobiles, automobile manufacturers
are recommending that in order to start the car when the engine is cold
that the gas pedal should be pumped before the starter is attempted to be
energized. Inasmuch as many of these current model cars will not start in
cold weather unless this recommended procedure is followed, it is
important that the gas pedal be pumped before current is coupled to the
starter.
Relay 50 is a single-pole, double-throw device contacting terminal 61 in
the normally-closed, up position and contacting terminal 62 when in the
engaged, down position. Relay 50 becomes energized (engaged) upon
receiving a suitable power signal through switch 35 and the ground signal
from a second vacuum switch 63. Switch 63 may be, for example, a
single-pole, double-throw device set at a vacuum level which is slightly
higher than the starter of the vehicle can produce. In the
normally-closed, disengaged position, switch 63 conducts a ground signal
to relay 50 and relay 52, and when engaged, the normally-closed position
opens and removes the ground signal from relays 50 and 52 and the
normally-open position closes coupling the ground signal to light 46. This
provides the necessary ground signal to complete the circuit for the
illumination of light 46. When energized, relay 50 couples battery power
(current) to timed, thermal switch 66 which is associated with the vehicle
starter circuit. When the engine starts, the engine vacuum level causes
both switches 35 and 63 to open which removes the current signals to relay
49, switch 53, relay 50, relay 51 and relay 52, as well as removing the
ground signal from relay 50 and relay 52. This returns relay 50 to its up
position, thereby coupling battery power to other vehicle accessory items
such as an air conditioner or heater.
Relay 52 may be either a single-pole, single-throw or a single-pole,
double-throw device with a normally closed position contacting terminal 67
and coupling the ground signal from switch 63 to relay 51. When energized
(engaged), relay 52 opens, thereby removing the ground signal from relay
51. Relay 52 is used to prevent the operation of relay 51 when the vehicle
engine is cold. When the engine is cold, relay 52 will receive a ground
signal from switch terminal 54 of switch 31 and with a suitable current
signal coupled to relay 52 by switch 35, relay 52 will engage and break
contact with terminal 67 which prevents the requisite ground signal from
reaching relay 51. Thus, relay 51 remains in its normally-closed, up
position contacting terminal 68 and coupling to switch 44. In this manner,
the only signal which solenoid 60 may receive is from flasher 59 and this
assures the pumping of the gas pedal when the engine is cold. With engine
temperature switch 31 installed in the cooling system or against the
engine of the vehicle, the engine temperature can be sensed in an accurate
manner and the arm of switch 31 will travel between the cold terminal 54
to the hot terminal 30 as engine temperature increases. However, the hot
terminal 30 is actually indicative of an overheating condition and the
terminal is provided as a safeguard inasmuch as the arm of switch 31 will
only make contact with terminal 30 at a temperature which is above the
normal operating temperature of an idling engine. At those intermediate
temperatures between cold and hot, switch 31 will not contact either
switch terminal, and relay 49 which is responsible for the pumping action
of the gas pedal will be bypassed and relay 51 will be energized. Engaging
(energizing) relay 51 causes the gas pedal to be depressed during the
start cycle of a warm engine at the same time as current is being coupled
to the starter. This corresponds to the recommended method of starting a
warm engine rather than the pumping action which is required for a cold
engine. Furthermore, when the engine is warm, a single depression of the
gas pedal is sufficient and that is why the solenoid is only energized for
one extension of the solenoid piston rather than an alternating energizing
and deenergizing mode of operation. The signal from relay 51 at terminal
69 will be removed by the action of vacuum switches 35 and 63 upon engine
start-up.
Switch 66 is a normally-closed, timed, thermal switch which couples
terminal 62 to terminal 70 and park-neutral switch 71 which couples to
emergency brake switch 72 which in turn couples to the starter (or starter
relay) of the vehicle. Switch 66 is designed to limit the duration of
current flow to the starter to approximately 11 seconds. If the engine
fails to start within this time, switch 66 will open thereby cutting off
current to the starter and also preventing battery drain. Shortly after
this current cut-off occurs, switch 26, which may be set at a 20-second
interval, for example, will also open thereby removing power from the
other vehicle systems. Switch 66 is grounded to the chassis of the
vehicle. In the event relay 50 would fail to return to its up position in
contact with terminal 61 with ignition of the engine, then switch 66 would
disengage current from the starter after 11 seconds. This provides a
further safety feature for starting system 10. With standard transmission
vehicles, the vehicle will start only in the neutral position and the
emergency brake switch is provided to keep the vehicle from drifting or
moving when idling in neutral. For automatic transmission vehicles, switch
72 may be eliminated or directly wired across so that the vehicle may be
started by merely having the vehicle transmission set in the park
position.
Restricter valve 74, which may be a part number VAC-8 offered by General
Motors, or a suitable replacement part therefor, may be included as part
of switch 35 or may be provided as a separate unit. Switches 35 and 63
provide for the immediate disengagement of the starter upon achieving a
vacuum level above the preset level on the switches. Restricter valve 74
may be used to prevent the sudden reengagement of the starter when the
engine dies and the vacuum level temporarily drops. Valve 74 provides a
delay to the resetting of switch 35 so that the engine has time to come to
a complete stop before the starter is allowed to reengage.
Inasmuch as an automobile, or similar vehicle operation is subject to
numerous mechanical and environmental conditions, starting system is
designed to account for such conditions while still providing a virtually
fail-safe device. FIGS. 2 and 2a illustrate in partial schematic form the
circuit connection which exists when the key switch 22a is closed and the
engine is cold. FIGS. 2 and 2a may be properly connected by lining up the
5 lines at the end of FIG. 2 with the 5 lines at the side of FIG. 2a. As
has been described, relay 49 will be energized for 4 seconds (governed by
switch 53) and during this interval solenoid 60 will create a pumping
action to the gas pedal. At the end of the 4 seconds, relay 49 returns to
its normally-up position and couples battery power (current) to the
ignition system and to relay 50 by way of terminal 55. Relay 50 will in
turn couple battery power to the starter by way of switches 66, 71 and 72
as illustrated by FIG. 3 which represents FIG. 2, 4 seconds later in
time.
One condition which may often occur at the time of start-up of a cold
engine is that once started, the engine idle speed will be at a higher
level than the normal idle speed. This may be corrected by one quick
depression of the gas pedal. Consequently, system 10 is designed to
convert a fast idle condition to a normal idle condition. Receiver circuit
section 14 shows a total of six circuit lines connected to it. Lines 80
and 81 connect to receiver switch 14a while lines 82, 83, 84 and 85
connect to receiver relay 14b. As illustrated, line 80 connects to relay
18; line 81 connects to clock 13, relay 18 and relay 34; line 82 connects
to terminal 20; line 83 connects to switch 38 and to timed, thermal switch
86; line 84 connects to clock 13 and terminal 34b; and line 85 connects to
clock 13 and line 23.
Switch 86 receives input current at terminal 87 and is operable to conduct
this current to terminal 88 and in turn to flasher 59. After approximately
one second, the switch arm opens thereby removing current from flasher 59.
However, for this one second interval, flasher 59 becomes operable and
energizes solenoid 60 for the necessary one additional gas pedal
depression required to change a fast idle condition to a normal idle
condition. Receiver circuit section 14 is operable to three different
commands from transmitter 15. First, with a single momentary depression of
the transmit button, relay 18 will be energized and, assuming normal
conditions, the engine will start. When the engine begins to warm up,
approimately 1-3 minutes after starting, a second, single momentary
depression of the transmitter transmit button provides a current signal to
terminal 87 for changing the fast idle to normal idle as previously
described. A final feature of receiver circuit section 14 is that at any
time the operator wishes to turn off the engine, he merely depresses and
holds the transmit button for 6-8 seconds. This causes the receiver relay
14b to send a current signal across line 83 to switch 38. Then after
approximately six seconds, switch 38 opens and the requisite ground
signals (via line 37) are removed from relays 34 and 18. This shuts the
system off completely until another transmitter or clock turn-on signal is
received. This remote-control engine turn-off feature provides a desirable
safety feature as well as a convenience feature.
Other safety features have previously been mentioned, such as, engine
temperature switch 31, low oil pressure switch 29, hood safety switch 42,
overspeed switches 36 and 44 and vacuum switches 35 and 63 in combination
with restricter valve 74. These features mean that virtually any
malfunctioning or tampering which may occur with an unattended vehicle
will result in engine turn-off. This enables the operator of the vehicle
to utilize starting system 10 without concerns about something going wrong
and damaging the vehicle or about injuring a child or other person who may
be in or near the vehicle.
While the invention has been illustrated and described in detail in the
drawings and foregoing description, the same is to be considered as
illustrative and not restrictive in character, it being understood that
only the preferred embodiment has been shown and described and that all
changes and modifications that come within the spirit of the invention are
desired to be protected.
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