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
-------
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
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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
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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.
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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
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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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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 Devicemanufactured 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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|