EPA-AA-TEB-511-81-6
Evaluation of the IDALERT Device of  the Motor
  Vehicle Information and Cost Savings Act
                     by

            Edward Anthony Barth
                 July, 1981
         Test and Evaluation Branch
    Emission Control Technology Division
Office of Mobile Source Air Pollution Control
    U.S. Environmental Protection Agency

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Evaluation of IDALERT™  under Section 511  of  the Motor Vehicle  Informa-
tion and Cost Savings Act

The following is a summary of  the  information  on the device as  submitted
by the Applicant and the resulting  EPA analysis and  conclusions.

1.  Marketing Identification of the Device;

    "The  device  is  identified as  IDALERT™.  Model  101-3  fits  all
    vehicles  equipped  with  a speedometer  cable that  indicates  vehicle
    speed.  Model  (to  be assigned)  fits all  vehicles  that do  not  have
    speedometer cables."

2.  Inventor of the Device and Patents:
    A. Anthony E. Dombrowski
       3801 Dahlman Avenue
       Omaha, NE  68107

    B. "IDALERT™  is  patented  under  patent   number  4178580  a  copy  of
       which is included in Appendix  A."   (The patent is Attachment A  of
       this evaluation.)

    Manufacturer of the Device:
    Con-Serv, Inc.
    3801 Dahlman Avenue
    Omaha, NE  68107

4.  Manufacturing Organization Principals;

    A. E. Dombrowski, President
    June L. Dombrowski, Vice President,  Treasurer
    Rolla Stevenson, Secretary

5.  Marketing Organization in U.S./Identity of Applicant:

    Con-Serv, Inc.
    3801 Dahlman Avenue
    Omaha, NE  68107
    (402) 733-8961

6.  Applying Organization Principals;

    A. E. Dombrowski, President
    June L. Dombrowski, Vice President,  Treasurer
    Rolla Stevenson, Secretary

    Person representing Con-Serv,  Inc.  in  communications  with the EPA  is
    George R. Sturmon, P.E., consultant  to  Con-Serv,  Inc.
       Sturmon & Associates
       608 Indian Hills Drive
       St. Charles, MO  63301
       (314) 946-1975

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7.  Description of Device (as supplied by Applicant);

    A. Purpose  of  IDALERT™;   "Commercial  vehicle  owners  are  greatly
       aware  of  the vast  amount of  waste  that  takes  place  because  of
       nonproductive idling  of  their  motor  vehicles.   They are alert  to
       waste  of unnecessary  warmups,  frequent stops  at truck stops  with
       motors that  remain  idling  or motors that constantly run  while the
       vehicles are stopped at truck  terminals, customer docks  or  in  rest
       areas.  Many companies have  policies  against unnecessary idling  .
       .  . but they find that enforcement is easier said  than done.   The
              TM
       IDALERTiU  can   put  compliance in the  policy  and  end wasteful
       idling."

    B. Theory of  Operation;   "When  the vehicle comes  to  a  nonproductive
       mode  the  IDALERT"1  unit  is  notified  and after  three minutes*  of
       nonproductive idle time,  a red light  and buzzer  inside  the  cab are
       activated.   If  the driver is in or near his truck, he  is reminded
       by the system that he is wasting precious fuel and  should shut off
       his engine or put his vehicle into gear  and become active  again.
       If he ignores this alert  or  is a  distance  from his cab so  he  does
       not see or hear  it,  an additional minute will tick  by and then the
       vehicle's  horn  will  be  activated and  will  not  stop  until  the
       ignition is  turned off  or  the   truck  is  put   into  a  productive
       state.   The  second  alert from   the  horn  tells everyone  in  the
       vicinity that  the driver  is  wasting fuel.   IDALERT™   creates  a
       strong incentive  to avoid this kind  of attention,  either  in the
       presence of supervisors or fellow  workers."

       "*The  time  element  of  the  IDALERT™  can  be   adjusted  from  one
       minute to five minutes."

    C. "Detailed Description of Construction;  See Appendix B."  Appendix
       B consisted  of  engineering drawings  of the component parts and  is
       therefore not included as an  attachment to  this evaluation.

8.  Applicability of the Device  (as  supplied  by Applicant);

    "IDALERT™ is applicable  to all  vehicles  regardless  of make, model,
    engine, etc."

9.  Device  Installation,  Tools  and  Expertise  Required (as  supplied  by
    Applicant);

    "See Appendix C."   (Appendix C is  Attachment  B  of  this  evaluation)

10. Device Operation (as supplied by Applicant);

    "See Appendix D."   (Appendix D is  Attachment  C  of  this  evaluation)

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11. Device Maintenance (claimed):

    "IDALERT™  is  maintenance  free.   It  is  a  sealed  unit  to  protect
    gears with solid state timing  circuits."

12. Effect on Vehicle Emissions (non-regulated)  (claimed):

    "IDALERT™ does not emit  or cause to  be  emitted any pollutants  into
    the atmosphere."

13. Effects on Vehicle Safety (claimed);

    "IDALERT™  is  completely  safe since  it  is  a  warning  device.    It
    does not  in any way  effect or interfere  with  the  operation of  the
    vehicle it is installed on."

14. Test Results  - Regulated  Emissions  and  Fuel Economy  (submitted  by
    Applicant);

    "The following  companies have  field tested  IDALERT™  with  positive
    results.

         North Express,  Inc.
         Mobil Oil Company
         U. S. Postal Department
         Ohio Bell Telephone
         City of Toledo,  Ohio
         Remington Arms  Company
         Lehigh University
         Fischer Bus Service
         Sierra Pacific  Power Company
         Cleveland Electric Illuminating  Company
         San Jose Mercury Newspaper
         Peter Kiewit Sons Company
         Boston Edison Company
         City of Redondo Beach,  California"

    "In addition to the  above firms listed there are an  additional fifty-
    one companies testing IDALERT™."

15 . Information Gathered by the EPA:

    To  aid in  assessing  the  potential  of  the  IDALERT™  device,   EPA
    requested the Voluntary Truck  and  Bus  Fuel Economy Program Office  of
    Department  of  Transportation  for  information  on  the  idle   fuel
    consumption rates and idling time of heavy  duty  trucks.  DOT  provided
    the following information:

    A.   The  information  contained in  the  "Tips  for  Truckers"  pamphlet
         (Attachment G)  submitted  by  the applicant was  still  current.
         This  pamphlet  provided  the  following  summary  of   heavy   duty
         idling:

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     (1)  While idling, on the  average,  a diesel engine will  consume
          about 0.5  gallons  of fuel  per hour and  a gasoline  engine
          about 0.9 gallons per hour.

     (2)  In urban areas, trucks and buses typically  spend 20%  to  40%
          of their operating  time idling.  The  average  is 2.5  hours
          per day of  non-productive idling.

     (3)  For  long-haul  service,  the  amount  of  time  spent  idling
          during  service  is  quite  low.  However,  prolonged  warmups
          and  idling  at  truckstops will  typically  add  one  hour  per
          day of unnecessary  idling.

     (4)  "Some idling of  diesel  engines is needed  to prevent  valve
          and  turbocharger  problems,   but   only  after  full  load
          operation."

     (5)  "Too much  idling  may lead  to  injector problems  in  diesel
          engines  and to  sludge  formation  and  premature   wear   in
          gasoline engines."

     (6)  A diesel engine left idling to  "keep it warm" during  a rest
          stop will initially  cool  off  faster  idling than if  it were
          shut  off because  heat  is  pulled  from  an engine  by  the
          continued operation of the cooling  and  exhaust  systems.

B.   The  government   conducted  a  study,   "Interagency   Study   of
     Post-1980 Goals for Commercial Motor Vehicles,"  draft June  1976.
     This study tabulates data on the  idle fuel consumption  of  heavy
     duty engines (see  Attachment  I)   and  reiterated  some  of  the
     preceding information on vehicle idling.

C.   Some preliminary  test results  of   a DOT/SAE/ATA truck  and  bus
     fuel economy  study were  provided.   Four  pairs  (a standard  and  a
     fuel efficient model) of  highly  instrumented vehicles were used
     for testing  and  fleet  service.   Idle time  ranged  from  1  to  70%
     of vehicle operating time.  Idle fuel usage ranged from  0  to  38%
     of total  fuel usage.   However, appreciable  idling  time did  not
     necessarily greatly increase  fuel  usage.   In many instances  the
     idle time  ranged  from 15% to  25%  of total operating time,  but
     idling consumed  only 1%  of the total fuel  used.

D.   DOT  provided  manufacturer's  literature   on  two   idle   shutoff
     devices.  Instead of  sounding an  alarm/warning after  excessive
     idling  like  IDALERT™,  these  devices  shutoff  the  engine  after
     a preset time delay.

EPA  also  contacted  Mobil  Oil  Corp.,   an  IDALERT™ user  whom  the
applicant   stated  was  experiencing  good  results  with  the  device.
Mobil  had  experienced  very   favorable  results  in  limited  service
testing  and   are  now  conducting   a   more   controlled   test    of
IDALERT™.   However,  at  this  time  Mobil   is  unable  to  judge  the
effectiveness of the  device.

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16.  Analysis

    A.    Marketing Identification of  the  Device;

         In Section 1, the applicant stated  there  were two models of  the
         device.  Model 101-3,  for vehicles with  speedometer cables,  was
         clearly   identified.   The marketing  description for  the device
         for use  on vehicles without  speedometer  cables is Model  201-3
         and was  provided  to EPA subsequent  to  the original application
         (see Attachments D,  F,  and H).

    B.    Description of  the Device:

         The  primary  purpose  of  of  the IDALERT™  device   as  stated  in
         Section  7A,  is  to reduce unnecessary engine  idling and  thereby
         reduce non-productive fuel  consumption.   This is judged to  be  in
         agreement with  the  theory  of  operation given in Section 7B  and
         the functions the device described in the patent (see Attachment
         A)  should  be  able  to provide.   That  is,   audible  and visual
         warnings to  the vehicle operator  that  the  vehicle  engine  has
         been idling for  an excessive time period.

    C.   Applicability of  the Device;

         (1)  The  applicability  of  the   device  as   stated   in   the
              application (Section 8)  "... to  all  vehicles regardless
              of  make model,  engine,  etc.,"  is judged  to be  true but only
              in   the  general  sense.  The  Applicant  provides  only  one
              model for vehicles with speedometer  cables (Section 1)  yet
              specifies   that   the   hookup   is  to   by  connecting   the
              speedometer  cable to  the  IDALERT™  (see Attachment  B).
              Since   speedometer  housing    cable   connectors   are    not
              interchangeable among  all  vehicles,  the  device  could   not
              be   hooked  up  to  most  vehicles,  unless  adapters   were
              provided.   No adapters  were provided.

              The applicant stated that Model 101-3 was  the  original unit
              marketed but that they now recommend  the electronic  Model
              201-3 and expect  it to account  for most  sales.  (Reference
              telephone  call June 3,  1981 between applicant and EPA.)

         (2)  The IDALERT™  model 201-3 is  judged  to  be  applicable  to
              vehicles with or without  speedometer  cables.

    D.    Cost

         The cost is  $87.50  for either  model.  (Reference telephone call
         June 3,  1981 between applicant  and  EPA.)

    E.    Device Installation - Tools  and  Expertise  Required;

         The  IDALERT™  instructions  appear  to  be   complete  for  the
         physical  installation  of  the  Model 101-3   (for  vehicles   with

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     speedometer  cables)  and  Model  201-3  (for  vehicles  with . or
     without speedometer cables).   These instructions imply  that the
     installation  can  be  readily  accomplished  by  a  person  with
     moderate  mechanical  skills  using  only  common  tools  (drill,
     pliers, wrenches  and  screwdrivers).  These  implied  requirements
     about the level of  expertise  and  tools  required for  installation
     are judged to be correct for the Model 101-3 and Model 201-3.

     However,  there  may  be an  added  installation difficulty  for the
     Model 101-3.  Since no adapters are  provided and  all speedometer
     cable connectors  are  not  identical,  it may  not  be  possible  to
     readily connect the  vehicle's speedometer  cable to the  unit.
     Additionally,  the  installer  will  have   to   obtain  a  second
     speedometer  cable  and housing  that  will connect  the device  to
     the vehicle.

     No installation difficulties are anticipated for the  Model 201-3.

     The  applicant  stated  that  initial  installation  of  the  Model
     101-3 would  typically require  1  to  11/2  hours and  subsequent
     installations on  a  similar  vehicle  would  require  40  minutes.
     For the Model 201-3,  initial  installation  would  require  1  hour
     and subsequent  installations  would  require  20 minutes.   EPA did
     not attempt  to verify  these  installation  times,  however,  they
     appear to be reasonable.

F.   Device Operation;

     The IDALERT™  devices (Model  101-3  and Model  201-3) appear  to
     function  as  described  in  Section  7B.   Only  minimal  operating
     instructions  are  required  for  its use  and  are  judged  to  be
     adequately covered  by the  operating  instructions  (see Attachment
     C).

G.   Device Maintenance:
     The  application  specifies  that  no maintenance  is required  for
     the device.  Although  this  appears true in the general  usage of
     the  word  maintenance,   the  speedometer  cable,  electrical  lines
     and fittings installed would require the normal  periodic,  albeit
     infrequent,  inspection   accorded   similar  components  in   the
     vehicle.

H.   Effects on Vehicle Emissions (non-regulated);

     Non-regulated  emissions  were  not  assessed   as  part  of  this
     evaluation.  However,  since the device  1) does  not  modify  the
     vehicle's  emission  control  system  or  powertrain,   2)  trades
     reduced  idle  time  for   more  frequent  start  ups,  it  appears
     reasonable  to  assume  that  the  device would  not  significantly
     affect a vehicle's non-regulated emissions.

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I.   Effects on Vehicle Safety;

     When  properly  installed,  it  appears  unlikely that  the  device
     would adversely affect vehicle safety.

J.   Test Results Supplied by Applicant;

     The test data originally submitted by  the  applicant was  simply  a
     list  of  companies  whom  the  applicant  claimed  had   achieved
     positive results (see Section 14).

     EPA requested (Attachments D and E) the  details of  any  tests  and
     documentation of  DOT statistics referenced  in the application.
     The applicant provided the following  information:

     (1)  The  applicant  submitted a  second  list  of   IDALERT™  users
          who had achieved positive  results by using  the device.  No
          supporting documentation or tests  results were provided.

     (2)  The applicant submitted limited test  summary information on
          tests  of  the IDALERT™  device  by  several   groups  (Alameda
          Utility Co.,  Land   Paving  Company,  North Colonies  Central
          Schools, and San Jose  Mercury News).  These tests  showed  a
          fuel  economy  improvement with  the  device,  however,  these
          were  relatively uncontrolled tests  and  did  not address  the
          effects of vehicle  usage and maintenance, weather,  ambient
          temperature,  etc. on the test  results.

     (3)  The  truck fleet  fuel  economy  data  consisted  of  vehicle
          mileage and  fuel  consumption  for   two  matched  fleets of
          eight  trucks each.  Each  vehicle  in one fleet was  equipped
          with  IDALERT™.   The  vehicles  were  apparently   in  long
          haul service.

          These  results represented  relatively uncontrolled  tests of
          the device.  They  did not consider the  effects  of  vehicle
          usage,  maintenance,  weather,  ambient temperature,  service
          usage, etc.  on  the test results.   The  actual test  results
          have  not been attached because most are  hand transcriptions
          of log sheets which would not  reproduce properly.

          The analysis of the results of these  tests revealed no fuel
          economy benefit for the IDALERT™ device.

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17. Discussion

    The  stated  purpose  and  operational  approach  of  IDALERT™  is  the
    modification of driver habits;  i.e. to reduce the amount of  time  that
    vehicle  operators  allow  the  engines  to  idle  unnecessarily.    The
    information provided indicated that the  time required for activation
    of IDALERT™ is adjustable  at  the factory  to  between one minute  and
    five minutes.   The  EPA did  not  attempt  to quantify  the  effects of
    IDALERT™  because   all  idle  periods   in  appropriate  Federal   Test
    Procedures are less than  one minute.   However, the  upper  limit of 5
    minutes for  allowable idling appears to be required  only for  heavy
    duty turbocharged trucks  after operation at high  loads.  Thus,  most
    vehicles could  be  turned  off  immediately.  The  only considerations
    could be  wear  on the  starter  motor,  the need to  operate  auxiliary
    equipment (e.g. cement mixers,  ambulances) or to charge the batteries.

    While the manufacturer of the device claims that  it  can be used  with
    all vehicles,  it appears that they will  focus heavily  on operators of
    fleets  in  urban  areas.   On  the  other  hand,  the  applicant   only
    provided  test   data   on   the  effects  of  IDALERT™   on  a  fleet of
    sixteen long haul vehicles  (8 with and  8 without IDALERT™).   These
    data showed no  benefit for the  device.

    To  quantify  the  potential  effects   of   IDALERT™,  the  applicant
    referred to information published by the  Department  of Transportation
    which shows that the average idling period is 2 1/2  hours  per  day  for
    fleet vehicles  used on  city routes.    This average  idling  time  was
    combined with  average idling fuel  consumption rates  of 0.5  gallons
    per  hour  for diesel  trucks and  0.8  gallons  per hour  for  gasoline
    truck engines.

    These figures  resulted in an  estimated average daily  fuel  usage of
    over 1  gallon  for  diesels and 2  gallons  for  gasoline  vehicles.  In
    his  sales  brochure,  the  applicant implies  that  IDALERT    can  save
    all this fuel.   What the applicant appears  to have overlooked  is  that
    a substantial portion of  the 2 1/2  hours of idle  is  not excess  idle,
    but  is  normal  idling   due  to   traffic  lights,   congestion,   and
    deliveries.   An IDALERT™ unit will be  useful  only  if it  is used to
    identify and terminate periods  of  excess idle.

    The  effectiveness of  IDALERT™ will also depend  on the  operator of
    the  vehicle.   If the duty  cycle includes  a   substantial amount of
    excess  idling  and   the vehicle  operator  turns  the  engine  off  when
    IDALERT™ signals,  then  a  fuel  savings will  be realized.   If  the
    operator  either ignores  the  signal  or  moves the  vehicle  a  short
    distance to reset the  device, fuel savings will not occur.

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                                                                             10
18. Conclusions

    EPA fully  considered  all of the  information  submitted by the  device
    manufacturer in  the  application.   The  evaluation of  the  IDALERT™
    device was  based  on that information  and  other information  obtained
    by EPA.

    As part  of the evaluation,  EPA obtained  data and  reports  from  DOT
    which analyzed  the  potential fuel  savings to  be  gained by  reducing
    unnecessary  idling  time   of   heavy   duty  engines.   Although   the
    government  data/reports  showed  that  there is  a  potential  for  fuel
    economy savings for  heavy duty vehicles,  the  limited data from  long
    haul  fleets  submitted  by   the  applicant did not   demonstrate  an
    improvement in  fuel  economy when  using  IDALERT™.   The  applicant
    did  not   provide  test data for  IDALERT™ in either  short-haul  or
    local trucking  service.

    The  test   data  supplied  with   the  application  was  inconclusive  or
    insufficient.   However,  IDALERT™ could  be effective  under  certain
    conditions although any  savings which  could be realized are  based  on
    a number of factors.   The most  significant  of  these is the amount  of
    "excess"   idle  time   experienced.    Another   consideration   is   the
    possibility that  the  operator  will  not heed  the signals  and  will
    simply reset the timer by moving the vehicle or turning it off and  on
    again.   Ultimately,  a  potential  customer must   evaluate   his   own
    situation  to determine whether the use of an idle-limiting  device,
    such as IDALERT™, is warranted.

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                                                                              11
                           List of Attachments

Attachment A             Patent No. 4,178,580 (provided with 511  Applica-
                         tion)

Attachment B             Installation  Instructions  (provided  with   511
                         Application)

Attachment C             Operating Instructions (provided with 511 Appli-
                         cation)

Attachment D             EPA  letter  dated  December  1,  1980   to George
                         Sturmon,  P.E.

Attachment E             EPA  letter   dated  March  18,  1981  to  George
                         Sturmon,  P.E.

Attachment F             Con-Serv, Inc.  letter dated April  17 to EPA.

Attachment G             "Tips for Truckers", a government energy conser-
                         vation pamphlet provided  as part of Attachment F.

Attachment H             IDALERT™  Model  #201-3   Installation   Instruc-
                         tions, provided as part of Attachment  F.

Attachment I             "Interagency   Study   of    Post-1980   Goals   for
                         Commercial  Motor  Vehicles,"   June  1976,  Pages
                         11-16 and 11-17.

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                                                                  12

                                                        ATTACHMENT A
                           v-/
                    •*:••
                                                        4178580
THE UNITED STATES OF AMERICA,
                              . BRESEMDft SMEMdBH.C»M(Ba
           9fy?r?aH, THERE HAS BEEN PRESENTED TO THE

             Commiwioner of Patent* and Trademark*

 A PETITION PRAYING FOR THE GRANT OF LETTERS PATENT FOR AN ALLEGED
 NEW AND USEFUL INVENTION THE TITLE AND DESCRIPTION OF WHICH ARE CON-
 TAINED IN THE SPECIFICATIONS OF WHICH A COPY  IS HEREUNTO ANNEXED AND
 MADE A PART HEREOF, AND THE VARIOUS REQUIREMENTS OF LAW IN SUCH CASES
 MADE AND PROVIDED HAVE BEEN COMPLIED WITH. AND THE TITLE THERETO  IS.
 FROM  THE  RECORDS OF  THE PATENT AND TRADEMARK OFFICE  IN THfc
 CLAIMANT(S) INDICATED IN THE SAID COPY, AND  WHEREAS, UPON DUE EXAMI
 NATION MADE, THE SAID CLAJMANT(S) is  ADJUDGED TO BE ENTITLED TO
 ^ PATENT UNDER THE LAW.
     NOW, THEREFORE, THESE Letters Patent ARE TO GRANT UNTO THE SAID
 • I.AIMANT(S) AND THE SUCCESSORS, HEIRS OR ASSIGNS OF THE SAID CLAIMANT(S)
 K»  THE TERM OF SEVENTEEN YEARS FROM THE DATE OF THIS GRANT, SUBJECT
    1HE PAYMENT OF ISSUE FEES AS PROVIDED BY LAW, THE RIGHT TO EXCLUDE
    t*S FROM MAKING. USING OR SELLING THE SAID  INVENTION THROUGHOUT THE
     ED STATES.
Jn testimony tofjereof
/o*
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                                                             13
U.S. Patent
Dec. 11, 1979
4,178,580

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                                                                                                     14
United States  Patent
Oombrowski
                                                                          [ii]         4,178,580
                                                                          [45J      Dec. 11,1579
(54]  FUEL SAVING SIGNALING APPARATUS
     FOR A MOTOR VEHICLE
[76]  Inventor:   Antboay E. DwMhrowiki, 9903
                Broadmoor Dr.. Oman*. Nebr. 68114

(21]  Appl. No.:  19,304

(22]  Filed:      Mar. 12, 1979
[51]  Ini CL2	G08B 21/00
[52]  U.S. 0	  340/52 D; 180/271
[58]  Field of Search 	 340/52 D, 52 R. 53,
                        340/56:  307/10 R; 180/103

[56]              References Cite*
          US. PATENT DOCUMENTS
           I/I9JO  I>whir«  .
           I/I97W  Jones. IT  	
2.729.806
4.134.101
J40/52D
J40/52 D
Primary Examiner—Alvin H Wanng
Attorney. Agent, or Firm—Zarley, McKee. Thomte.
Voorhees & Sease
(57]
                 ABSTRACT
A fuel saving signaling apparatus for a motor v chicle is
described  including  a  huzzer and  indicator  light
mounted on the dash of the vehicle  The hu//er and
indicator light are operative! y connected to a time detay
relay which is series connected to a microswitch and
the vehicle ignition.  The  microswitch  is  normally
closed so that current will be supplied to the time delay
relay when the vehicle ignition is on so that the buzzer
and indicator light will be  energized after the vehicle
has been idling for a predetermined period of time. The
microswitch is positioned adjacent a rotauble element
such as the vehicle  speedometer cable  or the  like
whereby rotation of the speedometer cable, as the vehi-
cle is being driven, will cause the microswitch to be
moved  from its  closed position to its open position
thereby preventing as the vehicle  is brought to a  halt,
the microswitch closes soon as the  vehicle is brought to
a halt,  the microswitch closes and the time delay is
activated so that  the indicator light and buzzer will be
energized  after the predetermined period of time has
elapsed. A second time delay relay is also provided and
is connected to the Tint time delay relay and is adapted
to energized the vehicle horn after a predetermined
length of  time has elapsed after the signal light and
buzzer have been energized.

            7 Claims, 3 Drawing Figures
                                              - ZZ
                                   ±SA       .36

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                                                                                                               15

                                             4,178,580


 FUEL SAVING SIGNALING APPARATUS FOR A       BRIEF DESCRIPTION OF THE DRAWINGS
               MOTOR VEHICLE                      FIG. 1 b a schematic view of the circuitry of thi»
                                                     invention:
     BACKGROUND OF THE INVENTION       s    FIG. 2 is a fragmentary icctional view of the means
  _.. .     .     ,        ,  ,    .        ,-            for opening the microswitch; and
  This invention relates to a fuel saving signaling appa-      no. 3 b a schematic view of an alternate method of
ntu for a motor vehicle and more particularly to an    ^j^g the microswitch portion of the invention.
improved and simplified fuel saving signaling apparatus                  	
for a motor vehicle.                                 10       DESCRIPTION OF THE PREFERRED
  A great deal of fuel is consumed by a motor vehicle if                     EMBODIMENT
 < is permitted to idle for a period  of time. Estimates of      xhe signaling apparatus of this invention is designed
(he amounts of fuel consumed by an idling engine range    to be attached to a motor vehicle (not shown) including
'rom 0.6 to 1.3 gallons per  hour. Thus, if a driver of a    a conventional battery 10,  ignition  12 and horn  14.
 chicle allows  the vehicle to idle for any number of 15  Some motor vehicles such as bucket loaders or the like
 «*»ons, the vehicle is consuming and wasting much    may not have a horn mounted thereon but it is recom-
 .eeded fuel and energy.                                mended that a suitable horn 14 be mounted thereon
  The objectionable motor vehicle idling problem is    which may be heard over the din of the  equipment
 • cry prevalent in the construction industry. For exam-    noise. The numeral 16 refers to the transmission of the
Tie, it has been noted that  heavy  equipment operators M  vehicle having a speedometer cable IS extending there*
 end to leave their vehicles running for very long peri-    from in conventional fashion. The numeral 20  refers to
 xi» of time while attending  to other tasks or waiting for    the speedometer  (odometer) in the  vehicle which b
-Hher construction operations to be completed.            normally connected to the speedometer cable  18.
  Attempts have been made to provide devices which ,.    The numeral 22 refers to a conventional microswitch
will alert the motor vehicle operator  that the  vehicle    wh«* » normally closed and which includes  a switch
has been idling for an objectionable period of time but    "" ** normally held in the closed position by a suitable
the  previous devices are extremely complka«ed  and are    H*»£°r the.llke: Microswitch 22 is series connected to
not easily adaptable to motor vehicles.  For example,    ^» and ignition 12.
U.S. Pat. No. 2.652,125  illustrate, an  engme Mopping »    Microsw,tch 22 w «mes coimected to a conventwnal
deviceforamotorv^butthedeviced.^dsupon    ^-&#?
the  movement of * pendulum-hke  apparatus to prevent    ^ ^^       Q( ^^ ^            ^ ^
the  sy«em from being activated In. beheved that the    ^^ w ^^ M ^ ^^      „ ^^ ^
pendulum-like devicem US-Pat.  No  2.652.125 will be    ^^^ «,  the ^ of u^ vehkk. -r^ bvaMt „
inadvertently energized, thereby preventing  the signal-    ^ ,igh, „ ^ ^ ^g^ five ^^ ^ curreml
mg equipment from  operating by  vibration caused by    ^ btxn j^^ „ reUy M providing the currem ^
the vehicle idling. A  second prior an device » disclosed    ^ con^u^y Applied to the relay 2S. Relay 2S .
in U.S. Pat. No. 2,729.826  but thai device relies upon    electrically connected to a conventional adjustable time
the oil pressure in the vehicle engine. The wl pressure of ^  ,jel»y rela> 34 which is adapted to energize or activate
s motor vehicle engine will vary considerably depend-    the horn  14 through the electrical connection provided
ing upon the atmospheric temperature, oil temperature.    therebetween. Preferably, time delay relay 34 is set to
idling speed, etc. and it is believed  that such devices are    activate the horn 14 two minutes after current is sup-
not practical or desirable for the application of conserv-    plied to the relay 34.
ing fuel.                                           45    The numeral 36 refers to the apparatus which b oper-
  Therefore, it is a principal object of the invention to    atively connected to the speedometer cable 18 to open
provide an improved fuel saving signaling apparatus for    the switch 22 when the vehicle is being driven.  Appara-
a motor vehicle.                                      tus ** includes a housing 38  having a pair of  gears 40
  A further object of the invention is to provide a fuel    •*» ** routably mounted therein which are  in mesh
saving signaling apparatus  foe a motor vehicle which 50  with each other and which have identical specifications.
energizes a buzzer and a light on the vehicle dash prior    Gear *° » operatively connected to speedometer cable
to activating the vehicle hon,                          U for roution, therewith. Gear 42 b operatively con-
  A further object of the invent™ is to provide a fuel    a?te*™t H*«*«n«ter cable ISA which b connected u>
saving signaling apparatus for a motor vehicle which is    ***'*?"*?. * m ted  Qn ^  >     ^ Q{ ^ $haA ^
 «vmg scaling apparatus for a  «ou,r  vehK=le which    Md b ^^^ ,o      e ^ jwitch ^ ^ m       ^
 ;annot be circumvented by the vefc^te operator       M .^ whrn the $leeve ^ ^ been moved ,Q iu
  A further object of the inventkm » to provide a fuel   mm{ p^,^,,  Support 4, a ^^  to shaft 44 for
 saving signaling apparatus for a  motor  vehicle>vruch    roution therewith and has a pair of members 50 and 32
 *ill help conserve valuable fuel                         pivotally  mounted about  horizontal  axes  included
  A further object of the mventM  » a to provide a fuel   therein. Members 50 and 52 have arms 54 and 56 extend-
 »aving signaling apparatus  fot » motor vehicle vhich is 65 ing therefrom  which  are adapted to engage the sleeve
 •conomical of manufacture and d>"-»fc'c  in us«'           46, upon rotation of the shaft 44, to raise sleeve 46 to its
  These and other  object- will be. spparrni to those    uppermost position. The centrifugal force of the rout-
 ikillcd in the art.                                      ing support 48 causes the members 50 and 52 to  pivot

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                                                              16
4,178,580
    20
•bout their horizontal pivot points 58 and 60 respec-
tively.
  The norm*! mode of operation is as follows Ignition
switch 12 energizes  the  system  when turned on and
de-energizes the »ystem when ofT. With the engine run-  5
ning and the  vehicle stopped, the microswitch 22 is in
the closed position thereby allowing current to flow to
the time delay relay 28. Time delay relay 28 preferably
has a five minute delay, and after this period of time, the
warning light 30 and buzzer 32 are energized thereby  10
alerting the driver that the vehicle has been idling for an
objectionable period of time and alerting the driver that
he should turn off the vehicle engine. In the event that
the driver or  operator is not in the vehicle  the  time
delay relay 34 activates the horn 14 two minutes after  l5
the light 30 and buzzer  32 have been activated.  The
activation of horn 14 alerts  the driver should he be
away from the vehicle.
  The  warning light 30, buzzer 32  and  horn  14 are
deactivated by turning off the vehicle ignition or by
putting the vehicle into motion.  The warning light 30
and buzzer 32 are prevented from being initially ener-
gized upon the driver placing the  vertx te in motion
prior to the five minute period of time having etapaed.  .
As previously stated, the motion of the vehicle prevents
the system from being energized since the rotation of
speedometer cable 18 will cause the switch arm 24 to be
moved to its open position thereby preventing current
from being supplied to the relays.                     w
  A modified form  of the invention is  illustrated in
RG. 3 and is designed to be used on those vehicles
which do not have rotating elements such as speedome-
ter cables, tachometer cables, etc. In the embodiment of
FIG. 3, the microswitch 22 is normally closed when the  35
vehicle transmission shift  lever 62 is in the neutral posi-
tion but is open when the shift lever has been moved to
one of the forward or reverse gears.
  Thus it can be seen that a novel fuel saving signaling
apparatus has been provided for a motor vehicle which  JQ
alerts the motor vehicle  operator that his vehicle has
been idling for an objectionable period of time.  The
vehicle  operator can only deactivate the  signaling
means by either turning off the engine or by placing the  .
vehicle in motion. The signaling apparatus of this inven-  45
tkm will encourage the operators to turn off the vehicle
engine thereby conserving precious fuel. The apparatus
disclosed herein may be easily mounted on motor vehi-
cles without extensive modification thereof. The appa-
ratus disclosed herein is relatively trouble free and will  JQ
be dependable in operation.
  Thus it can be seen that the invention accomplishes at
least all its stated objectives.
  I claim:
  1. A fuel saving signaling apparatus for a motor vehi-  55
cle including an ignition  system, a source of electrical
energy, a motor and  a rotatable means which is rotated
when the vehicle is driven, comprising,
  a normally  closed switch means operatively electri-
    cally connected to the ignition system and source  60
    of electrical energy,
  a signaling means,
  a first electrical time delay means series connected to
    said switch means and said signaling means and
    imposed therebetween,                           65
  said first time delay means energizing said signaling
    means after a predetermined period of time has
    elapsed after said first time delay means has been
    energized by said switch means.
  said switch means being  positioned adjacent  said
    rotatable means and being operatively connected
    thereto so that laid rotataMe means will cause said
    switch means to move from its closed position to its
    open position when laid vehicle is being driven
    thereby preventing the energization of said signal-
    ing means  while said vehicle is being driven but
    permitting said switch means to move to its closed
    position when the  movement of the vehicle has
    been halted thereby energizing said first time delay
    means so that the signaling means will be energized
    when the motor vehicle has been idling for a prede-
    termined length of time.
  2. The apparatus of claim  1 wherein said signaling
means comprises a visual signal means and an  audio
signal means.
  3. The apparatus of claim 2 wherein said vehicle also
has a horn mounted thereon and wherein a second time
delay means is electrically connected to said hom and
said first time delay means for energizing said horn after
a predetermined length of lime has passed after  said
visual and audio signal means have been actuated.
  4. The apparatus of claim  3 wherein said first  and
second time delay means each comprise a time delay
relay.
  5. The apparatus of claim  1 wherein said rotatable
means compotes a speedometer cable.
  6. The apparatus of claim 1 wherein said switch
means comprMes a microswitch including a switch arm,
said rotatable means comprising a speedometer cable,
and means operatively connected to said speedometer
cable  which engages said  switch arm, to move  said
microswitch to its open position, when said speedome-
ter  cable is being rotated.
  7. A fuel uvmg signaling apparatus for a motor vehi-
cle  including an ignition system, a source of electrical
energy, a transmission  and  a shift  lever  operatively
connected to said transmission;  said shift .lever being
movable between  neutral, forward  and reverse  gears,
comprising,
  a normally closed switch mean* operatively electri-
    cally connected to  the ignitMxi system and source   '
    of electrical energy.
  a signaling means.
  a first electrical time delay  mea** tenet connected to
    said switch means  and  wtd ugnoling means and
    imposed therebetween.
  said first time delay meaas enrrspzmi «AK) signaling
    means after a predetermined period of time has
    elapsed after said-first time delay means has been
    energized by said switch means,
  said switch means being positioned adjacent said shift
    lever so that said shift lever will cause said switch
    means to move from its ctoaed position to its open
    position when said shift lever is moved from its said
    neutral gear to either said forward or reverse gears
    thereby preventing the energization of said signal-
    ing means while said shift lever is in forward or
    reverse gears but permitting said switch means to
    move to its closed position when said shift lever is
    in its neutral  position so that the signaling means
    will be energized when the motor vehicle has been
     idling in said neutral gear for a predetermined
     length of time.

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tdolnt ••n*rol Instructions
1.  Disconnect existing speedometer
   cable from transmission and connect
   to shaft on ldafert'Munit.
2.  Mount Idalert'" unit on fire wall, fend-
   er well or other desirable location.
3.  Measure distance between location of
   Idalert'" unit and transmission for
   an additional speedometer cable and
   connect between Idalert'" unit and
   transmission.
4.  Mount buzzer and light assembly on
   or under dash.
5.  Use Instruction A for negative ground
   installation or Instruction B for
   positive ground.
Instruction A
1.  Green wire to positive side of buzzer
   and  light assembly. Negative side
   of buzzer wire to chassis ground.
2.  Black wire to chassis ground.
3.  White to horn.
4.  Connect orange and red wire to
   the Ignition side of fuse panel. (Use
   10 Amp. fuse)
DIAGRAM A
                         TRANSMISSION
IDA1ERI
UNIT
                                               •doknt
                                               ••••••^•ifeV
Instruction D
1.  Green wire to positive side of buzzer
   and light assembly. Negative side of buzzer
   to Ignition side of fuse panel 10 Amps.
2.  Red wire to chassis ground.
3.  White wire to horn.
4.  Connect orange and black wire to igni-
   tion side of fuse panel (use 10 Amp. fuse).
DIAGRAM D
                                                                                      The Fuel Saver Alert System
                         TRANSMISSION
                Con-Scrv, Inc.
                3801 Dahlman Avenue
                Omaha, Nebraska 68107
                                                                                                                                           H
                                                                                                                                           2
                                                                                                                                           n
                                                                                                   H   f-
                                                                                                        -^1
                                                                                                   bd
                                                                                                       Con-Serv, Inc.
                                                                                                       Omaha, Nebraska

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jdokit
                     The Fuel Saver Alert System
How idoJert Works
Idalert'Mis a dependable, low-cost way
to stretch your fuel allocation. It
eliminates non-productive fuel con-
sumption (excessive idling), and
enforces a policy to eliminate waste.
Idalert™ is adaptable to all vehicles, is
fully warranted and can be installed
in approximately 30 to 40 minutes.

Why Ktokrt is needed.
The Department of Transportation states
that city route vehicles idle an average
of 2 1/2 hours per day. Based on an average-
size diesel motor that consumes .5 of
a gallon of fuel per hour, fuel consump-
tion through idling totals 313 gallons per
year. A gasoline motor consumes .8
of a gallon per hour, the equivalent of
563 gallons per year.
idokif is safe, simple, depend-
able and completely automatic.
Idalert™ turns on and shuts off auto-
matically as the vehicle becomes non-
productive or productive. Idalert™ does
not turn off your motor. After the
vehicle comes to a stop—and after three
minutes of excessive idling — the
Idalert™ activates a buzzer and flashing
warning light on the dash.  If the driver
ignores the warning,  or is away from his
vehicle, the horn is activated after
an additional minute. This forces the
driver to either become productive
or turn off the engine, thus conserving
non-productive fuel.

idakit pays big  dividends
for fleet owners.
Fleet owners can expect significant
savings no matter what the size of their
fleet. Examples, based on DOT statistics:
  1.000 diesel vehicles  Save 313.000 gallons per year
   100 diesel vehicles  Save 31.300 gallons per year
    10 diesel vehicles  Save 3,130 gallons per year
 1.000 gasoline vehicles  Save 563.000 gallons per year
  100 gasoline vehicles  Save 56,300 gallons per year
   10 gasoline vehicles  Save 5,630 gallons per year
idokrt added to your fleet means:
"Reduction of non-productive fuel
 consumption
"Reduction of non-productive
 equipment wear
"Reduction of non-productive labor
"Reduction of foreign oil imports
"Stretching your fuel allocation
            •
Who needs idofeit ?
"fleet owners
"government vehicles
"police vehicles
"maintenance vehicles
"mass transit buses
"passenger vehicles
"small trucks                    >
"farm vehicles
"auto/truck leasing companies
"utility company cars and trucks
"contract tow companies
"parking area vehicles
H
>
n
                                                                                                                          2!
                                                                                                                          H
                                                                                                                          n
                                                                                                                             oo

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*

                                                                               19


        UNITED STATES ENVIRONMENTAL PROTECTION AGENCY     ATTACHMENT D

                        -ANN ARBOR. MICHIGAN  48105
                                                                    OFFICE OF
                                                             AIR. NOISE AND RADIATION
December 1, 1980
Mr. George Sturmon, P.E.
Sturmon & Associates
608 Indian Hills Drive
St. Charles, MO  63301

Dear Mr. Sturmon:

The  EPA  Engineering  Evaluation  Group  has  reviewed  your  application  for
evaluation  of  "Idalert™ under  Section 511 of  the Motor  Vehicle  Information
and Cost Savings Act.  This review  indicates  that  information in the following
areas is required prior to further processing of your application:

       Please  provide  support  documentation  for  referenced  Department  of
       Transportation  statistics relative  to vehicle  idle  time,   to  include
       percent of operation at idle and average duration of idle periods.

       Your application  references  numerous  firms  which have used  your device
       with positive  results.   Please provide support  documentation outlining
       each firm's test program used to evaluate your device.

Your cooperation  in this matter  and  rapid response  are appreciated.   If you
have any questions relative to  the  requested  information,  please feel free to
contact my office (313-668-4299).

Sincerely,
Merrill W. Korth, EPA Device Evaluation Coordinator
Test and Evaluation Branch

cc:  P.P. Hutchins
     R.N. Burgeson

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                                                                        20
        UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
                       ANN ARBOR. MICHIGAN  48105               ATTACHMENT E
-.,   ,  i Q  loci                                                    OFFICE OF
March IB, 1981                                              AIR. NOISE AND RADUTJON
Mr. George Sturaoa, P.E.
Stunnon & Associates
608 Indian Hills Drive
St. Charles, HO  63301
Dear Mr. Sturmon:

Since we have  not  received a response from you regarding our letter dated
December 1, 1980,  we  are  preparing  to complete  our evaluation  of  the
"IDALERT"  device' based  on  the  information  submitted with your  applica-
tion.   You have not  answered  the questions we asked  in that letter  nor
provided valid data to  support  a fuel econoay claim  for  the  device.   If
we  do  not  receive  answers to  the  questions in  our  December 1, 1930
letter,  by April 27, 1981,  we  plan to  complete  our evaluation with  the
information  at hand.  That  information does cot  indicate a  fuel  economy
benefit for the device.

We have,  a  question concerning the information you have sent  us on the use
of  your device on  vehicles  without speedometer cables.  For  these vehi-
cles  please   provide  the  model  number  (if  cow  available),   detailed
description  of  device,  applicability, and installation  and  operating
instructions.

Sincerely,
 Merrill W.  Korth,  Device  Evaluation Coordinato
 Test  and Evaluation Branch

 cc . P.  Kut chins
    T.  Earth

 Enclosures

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              Con-Serv,  Inc.
                                         rt_   -1 '  j. \  • c i

                                                                      21
                                                                          ATTACHMENT F
                                      3801 Dahlman Ave.
                                 -  Omaha, Nebraska 68107       —  —
A.E. DOMBROWSKI,                             402-733-8961                            ROLLA STEVENSON,
 President                                                                       Secretary
JUNE L. DOMBROWSKI,
 Vice President, Treasurer



                April  17, 1981
Mr. Merrill W. Korth
Device Evaluation Coordinator,  T&E  Branch
U.S. Environmental Protection Agency
Ann Arbor, Michigan  48105

Dear Mr. Korth:

This is in response to your letters written  to George Sturmon,
dated March 18, 1981 and December 1,  1980, asking for informa-
tion in regard to Idalert, the  Fuel -Saver Alert System.

1.  Response to information requests  according to your
    letter dated December 1, 1980:

    .  Please provide support documentation for referenced
      Department of Transportation  statistics relative to
      vehicle idle time, to include percent  of operation
      at idle and average duration  of idle periods - SEE
      ATTACHED EXHIBIT NO. 1.

    .  Your application references numerous firms which have
      used your device with positive  results.  Please provide
      support documentation outlining each firm's test program
      used to evaluate your device  -  SEE ATTACHED EXHIBITS
      NOS. 2 AND 2A.

2.  And finally, in response to information  request according
    to your letter dated March  18,  1981:

    .  We have a question concerning the information you have
      sent us on the use of your device on vehicles without
      speedometer cables.   For  these  vehicles please provide
      the model number (if now  available), detailed descrip-
      tion of device, applicability and installation and
      operating instructions -  SEE  ATTACHED  EXHIBIT NO. 3.

I hope the information attached will  enable  you to complete
your evaluation of Idalert, the Fuel -Saver Alert System.
However, if more information is needed please don't hesitate to
contact me at 402-733-8961 .

Respectfully yours,
Fred A. Colanino
Director of Marketing

FAC/bls
at.tmts.

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                                                                                                         22
                                                                                   i9»oz  O-Q
                                                                                  UO|6U|M«»M
 Often a diesel engine is left idling over the lunch
 hour to "keey it warm" and prevent it from cooling
 orf. In tact, an engine will cool off faster
 when it is left idling than when it is shut off. This
 is because heat is pulled from an idling engine by
 the continued operation of the cooling and exhaust
 systems. Since these systems stop operating when
 an engine is turned off, a shut-down engine retains
 more heat over the short-term than one left idling.
                                 Engine Operating
              Time
 '•-  addition,  safety and security are your benefits
 wnen 3 truck is not running, the ignition keys are
 removed, and the transmission is in gear.

 Is Idling Always Bad?

 Up to 5 minutes of idling is needed to cool down a
 rjiesel engine that has been working hard. Turbo-
 en arger failures and valve problems can result if a
 hard-working engine is simply turned off with no
 idlinj. So, over-the-road drivers must be educated
 to follow trie "jolden mean"—d little idling is good.
 Cut a lot i* aad.
                                 4

H(wv«v«r, engines operating «t light loads, such as
in  typical rtop-sod-go traffic, can ana  should be
strut off immediately.
In some cases, "automatic idlers" or "engine
timers" may be used to provide the proper amount
of idling time needed. The driver can set these de-
vices to allow the true* to idle for a pre-determined
time,  then shut off automatically. These devices
retail  from around S20 to S90.

In some States and municipalities, it is against me
law to leave idling vehicles unattended.  But regard-
less of whether such a law exists where you ooerate,
it is a safe and fuel-efficient practice  to turn off
vehicle engines not in use.

Remember

   •  Diesel engines use  significantly  less Sue1 than
      gasoline engines at idle.


   •  A 20 percent reduction in idling can save UP
      to S56  per year for each  truck you  operate.

   •  Properly performed tuneups save fuef 'or botn
      running and idling engines. Pav  special attention
      to proper idle speed adjustment.

   •  Some  idling  of diesel  engines  is  needed to
      prevent  valve and  turbocharger  problems
      but only after full load operations.

   •  Too much idling may lead to injector
      problems in diesel engines and to sludge
      formation and  premature wear >n  gasoiine
      engines.

 These tips are part of a series of tscnnic*! hir.u
 for  saving  fuel.   For  additional information,
 contact:

      T ruck and Bus Program
      Voluntary Conservation Program! Or: ice
      Federal Energy Administration
      Washington. D.C.  7W51

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 Bpsfdr
  __i.  'M:.  --^ •*--';.
                                                       2S
                                                ATTACHMENT  G
       Eneryy
                   i ol
            Tran«ponanon
                                                                              EflV
   IDLEness  is
   WASTEFUL!
How Much Fuel and Money are You Watting
Through Unnecessary Idling?

Under idling conditions, a diesel engine will use
about 0.5 gallons of fuel per hour on the average
and a gasoline engine will use about 0.9 gallons
per hour.
 3
 O
 Z 1.0 -
 o
    .4 _
    .2 -
          Idle Fuel Consumption
          Raws of Trucks J/
T
 &
 Hi"
         Diesel Engines     Gasoline Engines
        •md »iui»umi» 'HIICI non
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                                                                                        24
                              GENERAL INSTRUCTIONS

  1)  Mount "IDALERT" unit on fire wall, fender well or other desirable location.

  2)  Mount buzzer and light assembly on or under dash.

  3)  Mount magnet within 12" of knuckle to driveshaft of vehicle in area most accessible.
     (Instruction sheet included in package with magnet and sensor switch.)

  4)   Mount Electronic Sensor unit within one quarter (%") inch of magnet rotation.
     Connect blue wire on sensor to blue wire on "IDALERT" and black wire on Sensor
     to ground on "IDALERT".

  5)  Use Instruction A for negative ground installation or Instruction B for positive ground.
                                                U-JOINT
                                                           MAGNET
                                                                        DRIVE
                                                                       "SHAFT
                               TRANSMISSION
    INSTRUCTION A
                           IDALERT
1.  Green  wire to positive  UNIT
   side of buzzer and light
   assembly.  Negative side
   of buzzer wire to chassis
   ground.

2. Black  wire  to  chassis
   ground.

3. White to horn.

4. Connect orange and red
   wire to the ignition side
   of fuse panel.  (Use 10
   Amp. fuse).
                                                       BLACK WIRE
                                              BATTERY
                                          «   GROUND BOLT
                                         S^GREEN WIRE
                                                                           BRACKET
                                HORN
                                                                            BUZZER
                                                                            AND LIGHT
                                                                            ASSEMBLY
                                     GROUND ~
                                                IGNITION
                                                 SIDE
                                                            FUSE
                                                            PANEL

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                                                                                                             25

                                                                                                   ATTACHMENT  H
INSTALLATION OF MAGNET AND SENSOR ON DRIVESHAFT  '
 1)  Look for an existing bolt on transmission housing (or
    nearby) for mounting sensor bracket in a position
    which will let you meet the following requirements.

        a)   Magnet should be mounted on driveshaft within
            12" of knuckle of transmission.

        bl   Sensor, when mounted on bracket provided will
            be located so space between sensor or magnet is
            one quarter inch (% ").

        c)   Sensor, when mounted, will not be exposed to
            damage from loose road objects, moving parts of
            car suspension, underbush, drive through car wash
            mechanisms, etc.

2)  When best location for bracket has been selected remove
    mounting bolt and drill bracket to fit. Do not mount
    bracket  at this time.  Bracket may be mounted to underside
    of floorboard or any other convenient location adjacent to
    driveshaft.

3)  Attach sensor to bracket with mounting stud.  Do not
    over-tighten nuts or sensor may be damaged.

4)  Temporarily hold bracket in place.   Bend as necessary so
    sensor head is aimed at place where magnet will pass and
                                                  will be Ya" away from magnet.
                                                  where magnet is to be located.
                                                                    Mark spot on driveshaft
                                              5)   Lay bracket aside and clean spot on driveshaft down to
                                                  shiny metal.  The spot should be larger than the magnet.

                                              6)   Remove wristwatch before handling magnet.  Read instruc-
                                                  tions on epoxy package (including CAUTION), mix epoxy
                                                  and apply to base of magnet. Also apply epoxy to cleaned
                                                  spot. Press magnet against prepared spot.  Remember —
                                                  in hot weather you have only three minutes to complete
                                                  this process. Wrap tape around driveshaft to secure magnet
                                                  to prevent buildup of dirt and shavings.  Allow at least 30
                                                  minutes to set up before driving vehicle.

                                              7)   A ttach sensor bracket in location chosen. Tighten mounting
                                                  bolt(s) securely.

                                              8)   Route the sensor wires to "IDALERT" clearing all hot
                                                  or moving parts.  Use tie straps as required. Follow instruc-
                                                  tions on instruction sheet for remaining installation. Keep
                                                  wires away from  Ignition System.

                                              9)   Sensor unit must be within  tolerance of distance to magnet.
                                                  Adjustment necessary to trigger sensor can be made by
                                                  adjusting mounting stud.
                NEGATIVE GROUND
         i-BLACK WIRE
          TO IDALERT
         I BLACK WIRE
                              SENSOR
                             DRILL, BEND OR SHORTEN
                             BRACKET AS NECESSARY
                                      WHEEL
                            ATTACH MAGNET WITH EPOXY
  TRANSMISSION '
  HOUSING
   12"
  MAX
U-JOINT
                               V_r
                                   DRIVE SHAFT
NOTE:
MAGNET MAY BE ATTACHED
TO U-JOINT IF ACCESSIBLE
                   .Figure 1..
                                                             POSITIVE GROUND
                                                                       BLACK WIRE TO IDALERT
                                                                                            SENSOR
                                                       BLACK AND
                                                       ORANGE WIRE
                                                                         DRILL, BEND OR SHORTEN
                                                                         BRACKET AS NECESSARY
TRANSMISSION
HOUSING
U-JOINT
                                                                                                    WHEEL
                                                                                          ATTACH MAGNET WITH EPOXY
        DRIVE SHAFT

NOTE:
MAGNET MAY BE ATTACHED
TO U-JOINT IF ACCESSIBLE
                                                               .Figure 2..

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                                                                            26
                     INSTRUCTION B

 1.  Green wire to positive side of buzzer and light assembly.
    Negative side of buzzer to ignition side of fuse panel 10
    Amps.

 2.  Red wire to chassis ground.

 3.  White wire to horn.

 4.  Connect orange and black wire to  ignition  side of fuse
    panel (use 10 Amp. fuse).
                     u-JOINT
            DRIVE
            SHAFT
    TRANSMISSION
IDALERT
UNIT
     HORN
          GROUNDT
                     IGNITION
                      SIDE
PANEL
                                                 BRACKET
                                                  BUZZER
                                                  AND LIGHT
                                                  ASSEMBLY

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                                                                       27
                                                            ATTACHMENT I
        . ." shown iti this Figure, "...are currently in production and
these represent approximately a 20 percent improvement over the diesel
engine offered in the 1947-1965 period.  The improvement over the gaso-
line engines is very nearly 50 percent. "^°

            (4)   Idling.  Possible further improvement in the basic
diesel engine cycle is suggested by current research on the so called
"bottosming cycle."  In this approach, the waste heat of the e:-diaust gas
is used to drive a separate Raakine cycle heat engine.  EEDA has esti-
mated a 15 percent increase in fuel efficiency from the bottozming cycle
used to augment driveline power or to drive accessories.

Unnecessary idling of either gasoline or diesel engines can, in. the
aggregate, waste a very substantial amount of fuel.  In addition, it
can cause injury to the engine.  During short stops it is often, easier
for the driver to keep the engine running.  Over-the-road trucks may be
left running to guard against starting problems when the driver returns
to the truck, for instance after a lunch break, or to keep the cab warm
in the winter.
Published estimates  of the  cost of  idling  a diesel engine range f
1/3 to almost 2 .gallons per  hour of  fuel wasted.  ' Gasoline engines burn
substantially more fuel when idling.  Actual idling tests performed by
the Environmental Protection Agency  on  a few engines show the following
idle fuel rates:
          Diesel
                               Gasoline
    Engine

Cat 1160
Cat 1673C
DDA SV71N
Mack ENDT-675
IEC DV-550B
Maik E!iDT-865
Cur_r.ir.3 N-927
DDA 8V71X
      Average
Gal/Hr

  .35
  .14
  .63
  .42
  .45
  .42
  .49
  .42
  .42
        Engine

Ford V-8 361 in3
Chevrolet V-8 366 in3
Ford 300 in3
Chevrolet 250 in3
IHC V-8 304 in3
Dodge V-8 318 in3
          Average
Gal/Er

   .61
  1.02
   .67
   .96
   .33
   .38
   .68
EPA found  that  idle  fuel  rates vary widely  from  engine to  engir.e.  They
believe  this  is a  function  of idle speed  and  state  of tune.   For exsriple,
they  found that the  Ford  V-8  (361 in3) which  is  installed  in a  26,OQO"lb.
   L.  F.  Donnelly,  Mack Trucks,  Inc.,  Fuel  Economy  Cor.side rations  ir.
   Heavy-Duty,  Over-the-Road Trucks, verbal presentation at the Dec^r.ber 9,
   1975 meeting of  the Society of Automotive Engineers,  (Washington,  U.C.
   Section).                                                .

   "To Idle or  ITot  to Idle," Heavy Duty Trucking,  Sopte^ber 1575,  p.  33.
   and S?S Instrument .Company Advertising Pairphltt, P.ISCO,  Washington.
                                  11-16

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                                                                              28
 GVUR truck changed from .86 gal/hr to .61  gal/hr as a result of a tune
 up.^8 increased starter maintenance costs  are the principal deterrent
 to turning engines off  rather than idling  in city pick-up and delivery
 work (this is  a particularly important factor for diesels).  Many fleets,
 including the  United States Postal Service (the nation's largest truck
 fleet) are coving to educate their drivers to turn the engine off when-
 ever they leave the vehicle for fuel economy, security, and safety
 reasons.

 In the case of hard-working engines, such  as over-the-road diesels, a
 short period of idling, not to exceed five minutes, is necessary after
 a hard run. This assures that the rotating parts of the turbocharger
 have cooled down and are properly lubricated before shutting the engine
 down, and allows the entire engine to stabilize in temperature.  Engine
 valve and turbocharger  damage have been reported without this cool-down
 period.  The inconvenience of waiting a few minutes before shutting the
 engine, down may be one reason why engines  are often left running.  A
 number of devices are now available which  will shut down the engine a
 pre-detemiaed time after the driver has left the vehicle, taking the
 key with  hiz.   These devices, costing from around $20 to $90 each, re-
 quire the driver to set or activate then before leaving the vehicle.
 We believe that devices will be offered vhich will make engine shutdown
 totally automatic, in a prescribed time after the vehicle stops moving,
 whether or not the driver turns off the ignition switch or removes the
 key.  We  can see no reason why they may not become universally used in.
 the 1980*s if  they provide for driver override (for example, in the
 case where the vehicle is stuck in traffic rather than parked at the
 restaurant) and they sense when the engine is needed for operation of
 the power-take-off (such as in the case of cement mixers).

 The use of tachographs (devices continuously recording engine rpm or
 vehicle speed  vs. time) can also show ur^iecessary idling.  However, to
 be effective they must be carefully read and used by management..

       b.    Lubricants.  Two areas in which  lubricant improvement  in
the decade of the  liSO's will probably lead  to improved fuel economy
are readily visible.  Decreased engine and drive train friction losses
can be expected through  the widespread use of one or both of these
improvements.

Molybdenum Bisulfide  (MoS ) has been available as an oil additive  for
at least 15 years.  Many of the problems  encountered in its early use
seem to have been  solved at this time.   Climax Molybdenum reports  that
18
   Letter from Gary W. Rossow, Standards Development and Support, U.S.
   Environmental Protection Agency,  Ann Arbor, Michigan, to U.S. Depart-
   ment of Transportation, December  16, 1975.


                                 11-17

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