EPA-AA-TEB-511-80-2
                EPA Evaluation of the "Fuel Conservation Device"

This document  contains  several pages which  may not reproduce  well.   Any
questions concerning the legibility  of  these  pages  should  be  directed to:
Merrill  W.   Korth,  Environmental  Protection  Agency,  Office  of  Mobile
Source Air Pollution Control,  Emission  Control Technology  Division,  2565
Plymouth Road, Ann Arbor, MI  48105,  (313) 668-4299 or FTS  374-8299.
                                       By

                               Thomas J. Penninga
                                  February 1980
                           Test and Evaluation Branch
                      Emission Control Technology Division
                  Office  of  Mobile  Source Air  Pollution Control
                      U.S. Environmental Protection Agency

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                              Billing Code 6560-01
                        ENVIRONMENTAL PROTECTION AGENCY
                                [40 CFR Part 610]
                               [FRL
                          FUEL ECONOMY RETROFIT DEVICES









             Announcement of Fuel Economy Retrofit Device Evaluation




             for "Fuel Conservation Device"









AGENCY;    Environmental Protection Agency (EPA).









ACTION;    Notice of Fuel Economy Retrofit Device Evaluation.









SUMMARY;  This document announces the conclusions of the EPA evaluation of the




"Fuel Conservation  Device" under  the provisions of Section 511 of  the Motor




Vehicle Information and Cost Savings Act.









FOR FURTHER INFORMATION CONTACT;    F.   Peter    Hutchins,   Emission   Control




Technology  Division,   Office  of   Mobile   Source  Air   Pollution   Control,




Environmental  Protection  Agency,   2565  Plymouth  Road,  Ann Arbor,  Michigan




48105, 313-668-4340.

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BACKGROUND INFORMATION;   Section 511(b)(l)  and  Section 511(c) of  the Motor

Vehicle  Information  and Cost  Savings Act  (15  U.S.C.  2011(b))  requires that:
     (b)(1)  "Upon  application of  any manufacturer  of  a  retrofit  device  (or
     prototype  thereof),  upon  the  request  of  the Federal  Trade Commission
     pursuant to subsection (a), or upon his own motion, the EPA Administrator
     shall evaluate, in accordance with rules prescribed under subsection  (d),
     any  retrofit  device to  determine whether  the retorfit device increases
     fuel  economy  and  to  determine whether the  representations  (if any) made
     with  respect  to such retrofit devices are accurate."

     (c)  "The  EPA Administrator  shall publish in  the  the Federal Register a
     summary of  the results  of  all  tests  conducted under  this section,  to-
     gether with the EPA Administrator's conclusions as to -

           (1)  the effect of any retrofit device on fuel economy;

           (2)  the effect of  any such device on  emissions of air pollutants;
               and

           (3)  any other  information which  the Administrator determines to be
               relevant in evaluating such device."

     EPA  published final regulations establishing procedures  for conducting

fuel  economy retrofit  device evaluations  on March 23,  1979  [44  FR 17946].
ORIGIN OF REQUEST FOR EVALUATION:  On June 21, 1979 the EPA received a request

from  FCD  Electronics,  Inc.  for evaluation of  a  fuel  saving device termed the

"Fuel Conservation Device" (FCD).  An evaluation has been made and the results

are described  completely  in  a report entitled:   EPA  Evaluation of "Fuel Con-

servation Device" Under  Section 511 of the Motor Vehicle Information and Cost

Savings Act.  Copies of this report are available upon request.

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SUMMARY OF EVALUATION;  The "Fuel Conservation Device" is designed to shut off

a vehicle engine which is negligently left idling.  The application for evalu-

ation  neither demonstrates  a need  for  the device  nor quantifies  the fuel

savings  which might  occur.    It  cannot  be  concluded  that,  if  such  a need

exists,  a  device  such as the  "Fuel Conservation  Device" is the solution.  No

overall  conclusion  as to  the fuel economy  impact of  the  "Fuel Conservation

Device"  is  possible.   Therefore,  claims of "enormous fuel savings," "saving a

tremendous  amount  of  fuel,"  "astronomical ...  amount of fuel  can be saved,"

cannot be  substantiated  by the data submitted with  the application.   Further

testing and documentation is needed before fuel savings claims,  if any, can be

substantiated.
Date                                David G. Hawkins
                                    Assistant Administrator
                                    for Air, Noise, and Radiation

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               EPA Evaluation of "Fuel Conservation Device"
 Under Section 511 of the Motor Vehicle Information and Cost Savings Act
The following  is  a summary of the information on the device as supplied
by the applicant and the resulting EPA analysis and conclusions.

1.   Marketing Identification of the Device:   Fuel Conservation  Device
     or FCD.

2.   Inventor of the Device and Patents;    Applicant   states   that  the
     patent has  been assigned  to  FCD  Electronics,  Incorporated,  North
     Dallas  Bank  Tower,  12900  Preston Road,  Suite 500,  Dallas,  Texas
     75230.  Patent Application Serial Number - 32764.   No patent number
     was supplied.

3.   Manufacturer of the Device;

     FCD Electronics, Inc.
     North Dallas Bank Tower
     12900 Preston Road, Suite 500
     Dallas, Texas  75230

4.   Manufacturing Organizations Principals;

     Board of Directors

     Melvin F. Swain
     James F. Mall
     Gerald D. Bostic, Vice President and Secretary
     Robert E. Neves, Jr., President and Treasurer

5.   Marketing Organization in U.S. Making Application;

     FCD Electronics, Inc.
     North Dallas Bank Tower
     12900 Preston Road, Suite 500
     Dallas, Texas  75230

6.   Identity of Applicant;  FCD Electronics, Inc.

7.   Description of the Device;    (As  supplied by  the  applicant):   "The
     FCD  is  primarily designed  to shut  down  an engine  when  it  is not
     being  used.   There  are four primary  ways the  devices   do  this:

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     1.   By monitoring a (vehicle) door.
     2.   By monitoring the emergency brake.
     3.   By  monitoring  the   "park"  position  in  an  automatic  trans-
          mission.
     4.   By  combining  any two  of the  three  above and  setting  one to
          override the other.

Each  monitoring  system  can be  a positive  shut  off or  override reset
system.  For example:  Door Actuated Device:

          a.   Positive  shut   off:  Open   the  vehicle  door.  After  a
               preset time, the device will shut off the engine.

          b.   Override reset system:  Open and shut vehicle door.  This
               action starts the  engine  shut-off timer.  If the door is
               opened and closed again before shut-off is actuated, then
               the system will  reset  and the engine will not shut-off."

The FCD devices are small, solid-state component units, installed on the
firewall. A further description is given in Attachment A.

8.   Claimed Applicability of the Device;   "This  device/s   can be  in-
     stalled  in  and used  by  any/all vehicles  using  gasoline or  diesel
     powered engines."

9.   Device Installation; Tools Required, Expertise Required (claimed);
     "At this  time  intallation of any/all FCD Devices is/are being done
     by  our  (FCD  Electronics,  Inc.)  staff or supervised  by  our (FCD
     Electronics, Inc.)  personnel.  However, in the  future,  any  device
     that will not  be  installed or supervised  by  our (FCD  Electronics,
     Inc.)  personnel will have  specific installation  instructions  per
     specific  unit  model per  specific  vehicles.   Tools:   a drill,  one
     small  standard  screwdriver,  one  side  cutters,  one  hand  crimp.
     Instructions;   Two  holes  are driven into  fire wall  -  mount  device
     to fire  wall.   Color coded wires come  out of the device through a
     small wire  harness.   a)  In a gasoline  engine powered  vehicle,  the
     blue wire attaches  to  the coil; white wire to ignition switch;  red
     to  the actuation  switch,  and  black  is   ground.   b)  In  a  diesel
     engine powered  vehicle,  the blue wire  to  the fuel solenoid, white
     wire  to   the  ignition switch,  red wire  to  the  actuation switch,
     black  to ground,  two additional  yellow  wires  attach to the  air
     brake switch."

10.  Device Maintenance  (claimed);

     Not applicable.

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11.   Effects on Vehicle Emission (non-regulated) (claimed);  "The device
     has no effect on emissions."

12.   Safety of the Device (claimed);    "If   unit   malfunctions   (field
     testing shows the  unit  to be  'fail-safe') engine  will  not  be shut
     down via  this device.   In other words, the vehicle  will revert to
     operating as it  did prior to installation of the device."

13.   Test Results -  Regulated Emissions and Fuel  Economy;   "The device
     has no effect on emissions.Not Applicable."

14.   Information Gathered by EPA;  None.

15.   Analysis;   The  installation  of the  FCD  appears  to be  more  com-
     plicated  than  described  in  the  application.  If installation is
     performed by FCD  personnel there  should be no problems.  The ordi-
     nary  consumer  would  need  more specific  details  which  FCD  elec-
     tronics says will be provided.

     The lack of required maintenance appears to be correct.

     There  may be safety related  problems with  the  FCD  beyond  just
     failure of  the  device  to shut  off  the  engine.   Engine  shut off at
     unexpected  times  could  result in  vehicle accidents.   Proper  in-
     stallation,  calibration,  and  operator familiarization  would  be
     required.

     The device  should  not  have any significant effect on regulated or
     unregulated exhaust emissions.

16.   Conclusions; This  device  falls into the category of  operation,  not
     vehicle, modification.   If  there  is a problem of vehicle operators
     leaving vehicles  running  at idle,  this problem could be dealt with
     by  1)  modifying  the operator's  vehicle  usage  habits  or  2)  pre-
     venting him from wasting fuel with a device such as the FCD.  There
     is  no  data  supplied by  the  applicant or uncovered by  EPA  which
     quantifies  the  amount  of  fuel wasted  through  negligently  leaving
     engines  idling.    Such   data  is needed before  evaluation  of  the
     feasibility of  the  FCD  device can be made.   A large fleet  of pro-
     perly  instrumented  vehicles would  have to be  run  with  and  without
     the FCD  device  to determine the amount of negligent  idle time that
     would  be saved.   Fuel   consumption  records  for  the fleets  would
     quantify fuel savings due to  the FCD and  the demonstration should
     also identify any potential safety problems associated with  such an
     engine cut-off device.   The drivers in the test program should not
     be  aware  of the  test  variables or  their  driving habits might be
     altered.  There may be  a need for such a device in some commercial
     vehicle fleets.   The application does not demonstrate either a need

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     or quantify the  fuel  savings which may occur.  On the basis of the
     information provided,  it cannot  be  concluded that if  such a need
     exists, that a device such  as the FCD is the solution.  No overall
     conclusions as to  the fuel  economy impact of the Fuel Conservation
     Device  are possible.    Therefore,  the  claims  of "enormous  fuel
     savings",  "saving  a tremendous amount of  fuel",  "astronomical ...
     amount of  fuel that can be  saved", cannot  be substantiated by the
     data  submitted in  the  application.   Further  testing  and documen-
     tation is  needed before  fuel  savings, if  any,  can be quantified.
Attachments

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               EPA Evaluation of "Fuel Conservation Device"
 Under Section 511 of the Motor Vehicle Information and Cost Savings Act
The following  is  a summary of the information on the device as supplied
by the applicant and the resulting EPA analysis and conclusions.

1.   Marketing Identification .of the Device:   Fuel  Conservation  Device
     or FCD.

2.   Inventor of the Device and Patents:    Applicant  states   that  the
     patent  has  been assigned  to FCD Electronics,  Incorporated,  North
     Dallas  Bank  Tower,  12900 Preston Road,  Suite 500, Dallas,  Texas
     75230.  Patent Application Serial Number - 32764.  No patent number
     was supplied.

3.   Manufacturer  of the Device;

     FCD Electronics, Inc.
     North Dallas  Bank Tower
     12900 Preston Road, Suite 500
     Dallas, Texas 75230

A.   Manufacturing Organizations Principals:

     Board of  Directors

     Melvin  F. Swain
     James F.  Mall
     Gerald  D. Bostic, Vice President and Secretary
     Robert  E. Neves, Jr., President and Treasurer

5.   Marketing Organization in U.S. Making Application:

     FCD Electronics, Inc.
     North Dallas  Bank Tower
     12900 Preston Road,  Suite 500
     Dallas, Texas  75230

 6.   Identity  of  Applicant:   FCD  Electronics, Inc.

 7.   Description  of  the Device:   (As supplied  by  the applicant):  "The
     FCD  is primarily  designed to  shut  dovn an engine  when  it is not
     being   used.   There   are four  primary  vays the  devices  do this:
     ^Ss&ggg^

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                                    10
     1.   By monitoring a (vehicle)  door.
     2.   By monitoring the emergency  brake.
     3.   By  monitoring the  "park"  position  in  an  autoaatic  trans-
          mission.
     4.   By  combining  any two of  the three above  and setting  one to
          override the other.

Each  monitoring system  can be a  positive shut off  or override reset
system.  For example:  Door Actuated Device:
                          W»
          a.   Positive  shut  off:   Open  the  vehicle  door.   After  a
               preset time, the device will shut off  the engine.

          b.   Override reset system:   Open and shut  vehicle door.  This
               action starts the engine  shut-off timer.  If the  door is
               opened and closed again before shut-off is actuated, then
               the system  will  reset  and the engine  will not shut-off."

The FCD devices are small, solid-state component units, installed on the
firewall. A further description is given in Attachment A.

8.   Claimed Applicability of .the Device:   "This device/s  can  be  in-
     stalled  in and used  by  any/all  vehicles  using  gasoline  or diesel
     powered engines."

9.   Device Installation; Tools Required. Expertise Required (claimed):
      "At  this  time intallation  of  any/all FCD Devices is/are being done
     by  our  (FCD  Electronics,  Inc.)  staff or supervised  by our  (FCD
      Electronics,  Inc.)  personnel.   However, in the  future,  any device
      that  will not be installed or supervised  by our (FCD  Electronics,
      Inc.)  personnel will  have specific installation  instructions per
      specific  unit model  per  specific vehicles.  Tools:   a  drill, one
      small  standard  screwdriver,   one  side  cutters,  one  hand  crimp.
      Instructions:   Two  holes  are driven into  fire wall -  mount device
      to  fire  wall.  Color coded wires come out of the device through a
      small  wire harness.  a)  In a  gasoline  engine powered  vehicle, the
      blue  wire attaches to the coil;  white wire to  ignition switch; red
      to  the  actuation  switch,  and black  is  ground.   b)  In a diesel
      engine  powered  vehicle,  the  blue wire to  the fuel solenoid, white
      wire to  the ignition  switch, red  wire  to the  actuation   switch,
      black to  ground,   two  additional  yellow  vires  attach to  the air
      brake swi tch."

 10.   Device Maintenance  (claimed);

      Not applicable.

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11.  Effects on Vehicle Emission (non-regulated)  (claimed):   "The device
     has no effect on emissions."

12.  Safety of the Device (claimed):    "If   unit  malfunctions   (field
     testing shows  the  unit  to be 'fail-safe') engine will  not  be shut
     down via  this  device.   In other words, the vehicle  will  revert to
     operating as it did prior to installation of the device."

13.  Test Results - Regulated Emissions  and Fuel Economy:   "The device
     has no effect on emissions.  Not Applicable."

14.  Information Gathered by EPA:  None.

15.  Analysis:   The installation  of the  FCD appears  to be more  com-
     plicated  than described  in  the application.   If installation is
     performed by  FCD  personnel there should be  no  problems.  The ordi-
     nary  consumer would  need  more specific details  which FCD  Elec-
     tronics says will be provided.

     The lack of required maintenance appears to  be  correct.

     There  may  be  safety related problems with  the  FCD   beyond  just
     failure of  the device to shut  off  the engine.   Engine shut off at
     unexpected  times  could  result  in  vehicle  accidents.  Proper in-
     stallation,  calibration,  and  operator  familiarization  would  be
     required.

     The device  should not have any significant effect on  regulated or
     unregulated exhaust emissions.

16.  Conclusions:  This  device falls into the category of operation, not
     vehicle,  modification.   If there is a problem of vehicle operators
     leaving vehicles  running at idle,  this problem could be dealt with
     by 1)  modifying   the  operator's  vehicle usage  habits or  2)  pre-
     venting him from wasting  fuel with a device such as  the FCD.  There
     is no  data supplied by  the applicant or  uncovered by  EPA which
     quantifies  the amount  of fuel wasted  through  negligently leaving
     engines   idling.   Such  data is  needed  before  evaluation  of the
     feasibility of the FCD device  can be  nade.  A large fleet of pro-
     perly  instrumented vehicles would  have to be  run  with and without
      the  FCD device to determine  the amount of negligent idle time that
     would  be  saved.   Fuel  consumption records for the  fleets would
     quantify  fuel savings due  to the FCD  and the  demonstration should
     also  identify  any  potential safety problems associated  with such an
     engine cut-off device.   The  drivers in the test program should not
     be aware of  the  test  variables or their driving habits  might be
     altered.   There may be a  need  for such a device in  soce commercial
     vehicle fleets.   The  application does  not demonstrate either a need

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                                      12
     or quantify the fuel savings which cay occur.  On  the basis of  the
     information provided, it  cannot be concluded that if  such a need
     exists, that a device such  as  the FCD is the solution.  No overall
     conclusions as to the fuel  economy impact of the Fuel Conservation
     Device  are possible.   Therefore,   the  claims  of  "enormous  fuel             S
     savings",   "saving a  tremendous aaount  of  fuel",  "astronomical  ...
     amount of  fuel that  can  be  saved",  cannot  be substantiated by  the             I
     data  submitted in  the application.  Further  testing and documen-
     tation is  needed  before fuel  savings, if  any,  can be quantified.
Attachments

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                          Description

        Automatic Turnoff Apparatus for  Motor Vehicles


    Technical Field
         The  present  invention  relates generally  to  fuel
 5  conservation devices for motor vehicles  and,  in  one  of
    its aspects,  to an. apparatus  for automatically turning
    the motor of  a motor vehicle  off when the motor power-
    is not required.
         The  nature of  the use  of  many commercial motor
10  vehicles requires frequent  stops  at which  the  operator
    leaves the  operating  station  for  the  purpose  of loading
    or  unloading  merchandise.    Milk  trucks  would  be  a
    common  example of  such a  motor vehicle  use.    Other
    vehicles, such as  diesel trucks, are  left running  for
15  long periods  of  time  while  not in use.   In the case of
    diesel  trucks, the  diesel   motors should not  be  turned
    off  until  the  temperature of  the motor has  dropped
    below a certain value.  Truck drivers, in order to make
    best  use  of  their   own  time,  frequently leave their
20  trucks running while they make stops such as  meal stops
    rather  than  waiting  for the  motors  to cool  and then
    turning  them  off.

    Background  Art
         The   inventor   is  not   aware   of   any   pertinent
25  background  art.

    Disclosure  of Invention
         The  present  invention  is an apparatus for use in  a
    motor   vehicle,  intended   primarily   for   commercial
    vehicles.     The  apparatus   monitors   certain  component
30  elements of   a  predetermined  condition  affecting   the
    motor  vehicle, and  based  upon a determination that  the
    predetermined  condition  exists,  turns   the  motor   off
    after  a predetctmined  time  interval.

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        An  apparatus  according  to  the present  invention
   includes   at   least  one   sensor   for   detecting  the
   existence  of  component  elements  of  a  predetermined
   condition,  a  means  responsive  to  the  at  least  one
  5 sensor   for   determining    the    existence   of   the
   predetermined  condition  and generating a unique  signal
   when   the  predetermined   condition   is  determined  to
   exist, a timer responsive to  the means  for generating a
   signal,  and  a means responsive to the timer for turning
10 the motor  off.  The  timer begins  timing  when the  unique
   signal  representing the existence of  the predetermined
   condition  is  generated.   The means responsive  to the
   timer  for  turning  the motor  off,  turns  the  motor off
   when   the  timer   has  measured   a   predetermined  time
15 interval.   Normally  one sensor  is  used  for  detecting
   the   existence  of   each   component  element   of  the
   predetermined  condition.    A  preferred  form  of  the
   present  invention  includes  a means  responsive   to  a
   preselected  sensor  for resetting  the timer after  timing
20 has   begun  when   that  sensor  fails   to  detect  its
   component  element of the predetermined condition.  This
   allows preventing  the motor  from  being  turned  off if
   one  of  the  component elements returns  to normal.  Such
   a means,  of course,  can   exist   for   any  number  of
25 sensors.
         One embodiment of the present  invention includes a
   door  sensor  for detecting  the existence  of an open door
   of  the vehicle,   and  an  emergency  brake sensor for
   detecting  the existence of  an applied  emergency  brake.
30 The  signal generating means generates the  unique  signal
   only when  the door  sensor detects an open door  and the
    emergency  sensor detects  an  applied emergency  brake  at
    the  same time.  The  two conditions are logically  anded.
    Alternatively, for  a  motor  vehicle with an automatic
35  transmission, a  parking  gear  sensor for detecting  the
    existence  of  an  engaged  parking gear  can be  used  in
    place   of   the   emergency   brake   sensor.     Such   an
    arrangement   works  well to  save  fuel  on  delivery motor

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     venicies  where there .arc"  frequent  stops, and  often  the
     driver  does not turn the motor  off at  the  stops.   The
     door  being  open  and  a  parking  gear  engaged  or   an
     applied emergency  brake are  component  elements "of  a
 5   stop  condition.  The means  responsive to the  timer  for
     turning the motor off  can be made  to  operate after  a
     reasonable time interval to ensure that  there  is a real
     delivery  stop, and  not just  a brief stop  such as  to
     refasten   a  se.at  belt.    Thirty  seconds  might  be  a
ID   reasonable  predetermined   time   interval    for  such
     vehicles.   In  such  an  arrangement,  the door  sensor  is
     the preselected sensor  for resetting the  timer  after
     the timing has begun.  Thus,  when  the door  sensor fails
     to detect an open door, an  open door being  a  component
15   element of the predetermined  stop  condition,  the timer
     is reset/  which in  a preferred arrangement is held  in
     reset as  long as the door  remains closed.
          Frequently a driver  will  sit  in  his  vehicle  and
     "rev"  the  motor for motor  warmup  or  other  purposes.
20   Since  it  is   undesirable   to  turn   the   motor   off
     automatically under  such  circumstances, an  arrangement
     of  the   present   invention  to  take   care  of  such
     circumstances  includes  a  revolution  rate  sensor  for
     detecting the revolution rate  of the motor.  The signal
25   generating means  includes  a  means   responsive  to  the
     revolution rate sensor  for determining  the  existence of
     a  revolution  rate  below a predetermined value,  and  the
     generating means generates the  unique  signal  indicating
     the existence  of  the predetermined  condition  only when
30   the revolution rate  is  belov; the predetermined  value.
          An arrangement of  the  present  invention especially
     suited for diesol  trucks includes  a motor  temperature
     sensor for detecting the  temperature of the motor.  The
     signal generating  means  includes  means responsive  to
35   the  motor   temperature  sensor  for   determining  the
     existence of a temperature  below a  predetermined value,
     the  temperature  value  bolov: which  the motor   can  be
     turned  off  without  damage.    The  generating  means

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    generates the unique  signal  representing the  existence
    of   the   predetermined    condition   only    when   the
    temperature Is below the  predetermined value.
         In  a  preferred embodiment  of  the  invention,  the
  5 generating  means,  the  timer,  and the means for  turning
    the motor off are  all  packaged  together, preferably on
    a common circuit  board,  with connectorized connections
    for the  sensors as well  as for  power,  ground,  and  the
    connections for  turning the motor off.
10       A  preferred   form  of the  means  for  turning  the
    motor off  includes a relay.   The contacts of  the relay
    are connected  in  series between the  battery  and  the
    ignition switch of the motor vehicle,  and  the  coil of
    the relay is responsive to the timer.  The contacts  are
15  normally closed,  but open when  the  timer has measured
    the  predetermined  time  interval,   thus  breaking  the
    series  circuit  between   the  battery and  the  ignition
    switch and turning the motor  off.
         These  and  other  objects,  advantages and  features
20  of  this  invention will  be apparent  from the  following
    description  taken  with  reference to  the  accompanying
    drawings, wherein  is shown the  preferred embodiments of
    the invention.

    Brief Description  of Drawings
25       Figure  1  is  a  block  diagram  of  an  apparatus
    according  to the  present invention  for turning  off a
    motor vehicle; and
         Figure  2  is  a  schematic  representation   of  the
    apparatus  of Figure  1.

30  Best Mode  for Carrying Out the Invention
         An  apparatus  according  to  the present  invention
     for  use in  a motor  vehicle  is  referred  to generally by
     reference  numeral 10.   Apparatus 10 includes  at least
     one  sensor,  in  this case a plurality of sensors 12,  14,
•^   16,  18  and  20.     Each  sensor  is  for detecting   the
     existence  of  a  component element  of   a  predetermined

-------
     condition.     Door  sensor  T!2  is  for  detecting  the
     existence   of   an   open   door   of  the  motor  vehicle.
     Emergency   brake   sensor   14  is   for   detecting  the
     existence  of an applied  emergency brake.   Parking gear
 5   sensor  16  is  for  detecting  the existence of an  engaged
     parking  gear.   Normally,  either parking  gear  sensor 16
     or  emergency  brake  sensor  14  is  not  used  since the
     parking  gear  sensor  is  only needed for  motor vehicles
     with  automatic  transmissions,  and  the  emergency  brake
10   is  normally  only  used   for  vehicles  with  standard
     transmissions.    Revolution  rate  sensor  18   is for
     detecting the  revolution  rate  of the motor,  and  motor
     temperature sensor 20 is for detecting  the  temperature
     of  the  motor.
15        Apparatus 10  also  includes a  means 22  responsive
     to  the at  least one  sensor,  in this  case responsive to
     all of  the connected sensors through  leads 13,  15, 17,
     19  and  21  respectively,  for  determining the  existence
     of  the  predetermined  condition and generating a unique
20   signal   when the  predetermined  condition is  determined
     to  exist.   A  timer 24 is responsive through  lead  23  to
     means  22  for  generating a  signal.   Timer  24  begins
     timing    when   the   unique    signal   representing   the
     existence  of  the  predetermined  condition  is  generated
25   onto lead  23.   A  means  26 is responsive  through  lead  25
     to timer  24 for  turning  motor 28 off  when timer  24  has
     measured  a  predetermined  time  interval.  V?hen emergency
     brake detector  14 is used,  signal  generating means  22
     generates  the unique signal  only  when  door  sensor  12
 30   detects  an open  door  and   emergency  brake  sensor  14
     detects  an applied  emergency  brake.     Otherwise,  in
     motor   vehicles  with  automatic  transmissions,   signal
     generating  means  generates  the  unique  signal only when
     door  sensor 12 detects  an  open door  and parking gear
 35   sensor  16  detects  an engaged parking gear.
          Referring now to Figure  2,  signal  generating means
     22 includes  a  means 30  responsive  to  revolution rate
     sensor  18  for  determining the  existence  of  a revolution

-------
                                  18
    rate   in   motor   28   below   a  predetermined  value.
    Generating   means  22   generates   the   unique  signal
    signifying  the  existence  of  the predetermined  condition
    only   when   the   revolution   rate  • is   below   the
 5  predetermined  value.    One  form  of  revolution  rate
    sensor  18  is  the  type  sensor  that  can  be  .installed
    between   the  distributor  and  the   coil,  and  which
    generates  a dc voltage  proportional  to  the revolution
    rate  of   the  motor.    Means  30  for  determining  the
10  existence  of a  revolution rate  below a  predetermined
    value   includes  an   amplifier  such   as  operational
    amplifier  32 for amplifying  the signal  received along
    lead   19   from   revolution   rate  sensor   18,  and  a
    comparator   34  to  compare the output   of  operational
15  amplifier  32 with a reference voltage Vref tapped off a
    variable  resistor 36.   Diode  38 prevents comparator 34
    from  drawing current  back through  its output  when its
    output is  low.
         Motor   temperature  sensor  20   is also an  analog
20  device.    Motor   temperature  sensor  20  can  be  plugged
    into  conectors  40  in place  of revolution rate sensor
    18.    In   such   a   case,   means 30  becomes  a  means
    responsive  to   motor   temperature   sensor "  20   for
    .determining the  existence  of  a  temperature  below  a
25  predetermined   value.    The  signals  from  the  various
    sensors  are logically  anded  by means  of  and  gates 42
    and  44  and tied-and connection 46.   Pull-up  resistors
     48 connect  the and gate  inputs  for  switch-type  sensors
     to the electrical power 50 for  the vehicle,  typically a
30   battery.   Switch-type  sensors,  in this case door sensor
     12,  emergency  brake  sensor  14, and  parking  gear sensor
     16,  are normally closed so that an  open  circuit in one
     of the lines or  removal  of one of  the sensors,  such  as
     removing parking gear  sensor  15 when  the apparatus  is
35   used  in  a  motor vehicle  with  a standard  transmission,
     causes a  high at  the and gate input,  indicating  the
     same  as   the  existence of  the  component  of  the  pre-
     determined condition that  was  to be  sensed.

-------
        Timer  24  includes  a  timer  chip  52  such as  the
   common  556  timer  which  includes  two  timing  circuits.
   The value of capacitor Cl and resistor Rl determine the
   time interval measured by  the  first  timing circuit, and
 5 the values  of capacitor  C2  and  resistor  R2  determine
   the  time   interval   for   the   second   timing   circuit.
   Coupling  capacitor Cc2  couples the  output of  the first
   timing  circuit  into  the  input  of  the   second  timing
   circuit  so  that  the two  timing circuits operate  in
10 serial.   Capacitor Cf and resistors  RV1  and R3 provide
   the necessary  biasing for timer chip 52.  The unique
   signal  generated  by  signal  generating  means  22  to
   represent   the  determination  that   the  predetermined
   condition exists is a logic level  zero.   The transition
15 from a  logic  level one  to a logic level  zero is coupled
   through  coupling  capacitor  GCI  as  a   negative  going
   pulse   or  spike  which   initiates   the  first  timing
   circuit.    When  the  first  timing circuit  has  measured
   its  time   interval,  it   transmits   a  similar  negative
20 going pulse or spike  through coupling capacitor  C^2 to
   the second  timing  circuit  which in turn is  initiated.
         The second timing  circuit can be  reset  by making
   lead  54 logically  zero.   The  second  timing  circuit is
   held  at  reset  by   holding  lead   54  at  zero.    For
25 instance,  if  door sensor 12 has detected the presence
   of  an  open door  and  emergency  brake   sensor  14  has
   detected  the  existence  of an  applied emergency brake,
   then  the  timing  sequence  would be initiated,  but before
   the  predetermined  time  interval  has  elapsed,  the door
30 is  again closed  so  that  door sensor  12  also  closes,
   then  the  timer  would   be  reset.    The  second timing
   circuit is chosen  for  the reset  since  the  two timing
   circuits  act serially/  and it  might be possible  to have
   closed  the door  after   the  first  timing  circuit had
35 already  initiated  the   second  timing   circuit.     By
   holding the reset, there  is no possibility of  resetting
   and  removing  the  reset  prior to  the  time  the second
    timing  circuit is  initiated,  but  after the first  timing

-------
                            20 .
    circuit  is  initiated.   Tying lead 54 to lead 13  and  the
    second  timing  circuit  reset creates a  means responsive
    to  the preselected sensor  for  resetting timer 24  after
    timing  has  begun  when  that preselected  sensor  fails to
 5  detect   a  component   element   of  the  predetermined
    condition.
         Means  26  for turning motor 28 off  includes  a  relay
    56.  Contacts  58  and 60 are for connecting electrically
    in   series   between   battery,   power   50,    through
10  distributor primary tap  62 and  ignition switch 64 of
    ignition system  66 through resistance  wire 68.   Coil 70
    of  relay 56 is responsive  to timer 24  through  gate  72.
    Contacts 58 and  60 are  normally closed, " opening  when
    timer  24 has measured  the  predetermined time  interval.
15  When  the contacts open,  they open  the circuit  between
    the ignition  switch  and  the  distributor,  turning  off
    motor  28.
         Capacitors  €3 amd Cq  are for filtering  the  voltage
    from power  50.  Diode  Dl  prevents overloading coil  70.
20       From  the foregoing   it  will  be  seen  that  this
    invention is one  well  adapted to  attain all of the ends
    and objects hereinabove  set  forth,  together with  other
    advantages  which  are obvious and which  are inherent, to
     the apparatus.    It  will  be  understood  that  certain
25   features and subcombinations are of utility  and may be
     employed  without  reference   to   other  features  and
     subcombinations.   This is contemplated by and  is within
     the scope of  the  claims.
         As  many  possible embodiments may be  made  of  the
 30   invention without departing from  the  scope  thereof, it
     is to be understood that  all matter herein set forth or
     shown  in the accompanying drawings is   to  be  interpreted
     as illustrative  and not in a limiting  sense.

-------
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     ffQ
                TM
electronics incorporated
                        TM
  uel Conservation ilevices1" are products of FCD Electronics,
Incorporated and are primarily designed to reduce fuel consumption
and conserve fuel as well as reduce/conserve oil consumption and
engine wear by shutting-off engine operation during periods in
which engine power is not required.
  uel Conservation llevices™ operate by monitoring certain vehicle
operator actions and based on these actions initiate engine
shutdown after a predetermined and preset time period.

     The operating power for the device is derived from the
electrical system of the vehicle in which it is installed. Other device
cables connect to the vehicle's ignition system and also to sensors
which provide decisional data.

     The FCD unit will shutdown or cease operation of the engine
in accordance with information from the sensors which result from
operator actions. The period of time from receipt of sensor
information to engine shutdown may be preselected and preset.
This time  period selection allows the unit to be tailored to the
specific vehicle or operational needs.

     FCD units are composed of solid-state, integrated electronic
circuits and discrete electronic and mechanical components
housed in an environmental enclosure. They are small, compact,
easily installed and maintenance free. They are guaranteed against
defects in materials and workmanship  — are tamper proof and are
custom assembled to your specific requirements.
                               ©1979
electronics, incorporated

-------
LJUEL
p
JDONSERVATION
EVICES
                                                        TM
Today, more than ever before, every gallon of gasoline and every quart of oil
you, as management, can save, means larger cost of production savings, thus,
greater profits for your company. As fuel cost problems get worse — and all
indications are that they will — the more fuel you can save today, the more
fuel you'll have to save tomorrow!

If you are responsible for fuel and oil allocation/use for the vehicles in your
company, more attention is being focused your way. Drivers/operators of your
company's vehicles are not responsible for the purchase of fuel or how it's
used in their vehicles — YOU ARE!  Drivers/operators don't have to worry
about leaving their engines idling — YOU DO!!   Now you'll KNOW the engine
in each vehicle will  be off because the operator CAN'T leave it on.  HE CAN'T
DEFEAT IT!
      You as a Manager....
             1) ....  can be sure your vehicles are being operated in accordance
               with the fuel conservation policies you have set.
             2)....  now control the operation of that vehicle at all times.
             3) ....  are responsible for fuel allocation. You NOW have control
               of when the engines are on and when they're off.
             4)....  now determine whether the engine in that vehicle is
               running or not while the delivery man/service operator/driver is
               on the road. You do that by setting this device for a time that
               YOU feel is going to save each vehicle the most gas, oil and
               engine wear. But essentially what you're doing is saying,
               "Hey, I don't have to worry about that guy leaving that
               vehicle's engine on all day long. He's not going to be able to
               do that if  I put this FCD   device on." The drivers won't like it,
               but YOU are charged with reducing fuel costs to the company
               and this device DOES JUST THAT!

FCD Electronics, Incorporated can monitor each vehicle any way you wish and
insure any pre-set idling time YOU desire. Tell us the type of vehicle you have,
the way YOU want it used, and we'll help you select the type of unit designed
specifically for your needs.

 Fuel conservation Devices™ will not answer all  of your fuel cost problems, but
they will  definitely eliminate one — ENGINES NOT BEING USED WILL
 DEFINITELY BE SHUT-OFF, THEY WON'T  BE BURNING UP GAS AND OIL
 NEEDLESSLY.
                                 £1979
                                  electronics, incorporated

-------
                                   25
                  TM :
       _	    V&££:- -•-./     ;:>.*•*
i - •   • ^p "•;••.•.. ^^ ' * • .•   •/••.*'*"** "  w* " •'.— •"  „ « • •'..'T -
Each liiel bohservation Device™manufactured by FCD Electronics, Incorpo-
rated is primarily designed to shutdown an engine when it's not being used.
     --There are four primary ways the devices do this:      ":        ;i-S":
      '/':      1) By monitoring a door.      "••->••'            ••"•      \-l;'-
              2) By monitoring the emergency brake.       r"       ."5^ ...
              3) By monitoring the "Park" position in an Automatic -^..rV
        ;        Transmission.  ;' "                   :"  "_;;'•        : ^T
              4) By combining any two of the three above  and setting one to
      ^:-;  •"•••    override the other.;        '/:^; •        -f^;;      -?•:-"£:.''
Each monitoring system can be a positive shut-off or override re-set system.
      As an example: Door Actuated Device:  ';:_        .   ';
              a) Positive shut-off: Open the vehicle door. After a pre-set time,
              .  the device will shut-off the engine.        .':;•       "•'><£&--
            " '       ..                      . •            •        t •••.***».-^* •
              b) Override re-set system: Open and shut the vehicle door. This
                action starts the engine shut-off timer. If the door is opened
                and closed again before shut-off is activated, then the system
                will re-set and the engine will not shut-off.
      An example of combining  monitoring systems: Combining Door and
      "Park" position in an Automatic Transmission:              .. -%£,/
                Set transmission in "park" position. Open and shut door
                leaving the vehicle with the engine on. After pre-set time,
                engine will shut-off.. If return to the vehicle, get in, take
                transmision out of "park" before timer sequence shuts engine
                off, then the system will re-set and engine will not shut-off.
FCD Devices are small, solid-state component units each no larger than
3"x3"x2" (about the size of a voltage regulator). They are easily installed. All
that's needed to install one is a power drill (to attach to fire-wall), a small
wrench and a screwdriver. All  parts used, as well as instructions on how to
attach the device to the vehicle are included.
      1 uel L<
Each  fuel oonservation Device  was designed for simplicity of operation,
application and assembly, allowing ultimate conservation of fuel, oil and
engine wear by positively assuring management that an engine is shut-off
when it's not in use.
                                          IE
                                   ©1979 U
                                               electronics, incorporated

-------
    fjD
    ib
TM
                             26
 UNLITWQD
SM/DM 1000/1001

SM/DM 2000/2001

SM/DM 3000/3001
              DOOR ACTUATED   ;       ;.|

        EMERGENCY BRAKE ACTUATED   ' ?•-

      AUTOMATIC TRANSMISSION "PARK" ' "'
            POSITION ACTUATED        \&j.:
 OPTIONS                                            .  :\'-
     (US1NG ANY ONE OF THE ABOVE METHODS OF ACTUATION)

     1) POSITIVE SHUT-OFF OF ENGINE AFTER PRE-SET TIME DELAY.
     2) OVERRIDE FEATURE.
                                               55w;

SM/DM 4000/4001

SM/DM 5000/5001


SM/DM 6000/6001
    DOOR AND EMERGENCY BRAKE ACTUATED

       AUTOMATIC TRANSMISSION "PARK"
        POSITION AND DOOR ACTUATED

      EMERGENCY BRAKE AND AUTOMATIC
       TRANSMISSION "PARK" POSITION
    THE 4000, 5000 AND 6000 ARE DESIGNED WITH ONE ACTUATION
    OVERRIDING THE OTHER, BUT BOTH ACTUATIONS MUST OCCUR
    BEFORE THE ENGINE SHUTS-OFF.
                             #1979 li Islk' electronics, incorporated

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