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.
-------
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
-------
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
-------
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
-------
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.
-------
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
-------
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
-------
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
-------
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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