US3478730A

US3478730A - System for starting an engine from a remote location

Info

Publication number: US3478730A
Application number: US724668*A
Authority: US
Inventors: Jeffery C Bucher
Original assignee: JEFFERY C BUCHER
Current assignee: JEFFERY C BUCHER
Priority date: 1968-03-29
Filing date: 1968-03-29
Publication date: 1969-11-18
Anticipated expiration: 1986-11-18

Description

J- C. BUCHER Nov; 18, 1969 SYSTEM FOR STARTING AN ENGINE FROM A REMOTE LOCATION Filed March 29, 1968 3 Sheets-Sheet 2 w s R mw 0. I C E U 0 v 90258 W w 5545 9 c A VI R 22?. UPI 56mm ozfiuoaa m QEuwd w 90258 5225 A8 J 105x396 9 20520. 0* J GOEQEUZUO GO EOkdJDQwE d; OE mZ Oh A REMOTE LOCATION Nov. 18, 1969 J. c. BUCHER SYSTEM FOR STARTING AN ENGINE FROM Filed March 29, 1968 3 Sheets-Sheet 5 FM TRANSMITTER 45o CPS 30o CPS 50o CPS 20o CPS CPS I00 I00 I00 I SPRING MOTOR mvmron Jeffery C. Bucher ATTORNEYvS SYSTEM FOR STARTING AN ENGINE FROM A REMOTE LOCATION Jelfery C. Bucher, RD. 1, Aspers, Pa. 17304 Continuation-impart of application Ser. No. 565,194,

July 14, 1966. This application Mar. 29, 1968, Ser. No. 724,668

Int. Cl. F02n 11/08, 11/14; H02p 9/04 U.S. Cl. 123-179 11 Claims ABSTRACT OF THE DISCLOSURE A system for staring, from a remote location, a combustion engine having an electric starter motor associated therewith, said system comprising; a stepping-chain switching circuit responsive to a selective series of control signals, means for impressing the control signals onto the switching circuit for closing said circuit, and an actuating means connected to the switching circuit and adapted to be connected to the starter motor for energizing said motor, said actuating means including, a switching mech- United States Patent anism operatively connected to the switching circuit and adapted tobe connected to a source of electric potential, said switching mechanism being responsive to and closing upon closing of the switching circuit, a time delay mechanism operatively connected to the switching mechanism and adapted to be operatively connected to the starter motor for connecting the potential source to the motor when the switching mechanism is closed to thereby energize the motor, and a circuit breaker means operatively connected to the time delay mechanism and being responsive to starting of the engine for disconnecting the time delay mechanism from the switching mechanism upon starting of the engine to thereby prevent the time delay mechanism from connecting the potential source to vthe motor after the engine has started and for reconnecting the time delay mechanism to the switching mechanism if the engine momentarily starts but does not continue to run to thereby allow the time delay mechanism to reconnect the potential source to the-motor for re-energizing the motor, said time delay mechanism being operative to prevent the potential source from being reconnected to the motor for a predetermined period of time after the time delay mechanism is reconnected to the switching mechanism so that if the engine momentarily starts but does not continue to run, the motor will not be re-energized until after the engine has stopped.

HRELATED APPLICATION This application is a continuation-in-part of application Ser. No.565,194, filed' July 14, 1966, now abandoned.

vBACKGROUND OF THE INVENTION Description of the prior art 3,478,730 Patented Nov. 18, 1969 and receiver may be connected by wire or the transmitter may comprise a means for generating radio frequency signals and the receiver a means for receiving such signals.

Many advantageous uses for remote control systems necessitate the installation of either the transmitter or the receiver in a transportable apparatus. For such uses, the interconnection of the transmitter and the receiver by wire often is precluded due to the movement of the transportable apparatus. Frequently, the mechanism which it is desired to control from a remote location is mounted in the transportable apparatus, requiring installation of the receiver in such apparatus. In these situations, there is a practical necessity for utilizing a system comprising a radio frequency control signal transmitter and receiver.

One of the problems inherent in the use of radio operated remote control systems is that whenever there is a possibility that a plurality of such systems will be operated in close proximity to one another, there is a danger that one or more of the receivers may initiate a control function upon the receipt of a radio frequency control signal from the wrong transmitter. This problem can be obviated by operating the systems at widely separated radio frequencies. However, due to governmental restrictions and practical limitations, the necessary frequency separation usually cannot be achieved.

To overcome the problem of inadvertent control function actuation, the transmitter of a radio operated remote control system frequently includes a means for coding There are many-known means for remotely controlling the transmitted control signals, and the receiver includes a means for decoding the received signals. In this manner, inadvertent operation of one or more remotely controlled mechanisms mounted in transportable apparatuses may be minimized. The means utilized for coding and decoding the control signals are varied, including equipment for generating and receiving amplitude modulated, frequency modulated, pulse modulated, and digital data signals.

One factor which practically limits the use of several reliable coding and decoding means in radio operated remote control systems designed for consumer use is the high equipment cost. For example, the component and assembly costs of digital data and pulse modulation equipment generally exceed that of practical availability to the average consumer.

Another limitation imposed on the use of some coding and decoding means is the susceptibility to distortion from external interference of the coded control signals generated by the equipment. Thus, although amplitude modulation equipment is not prohibitively expensive, due to the likelihood of frequent signal distortion from external interference, such equipment lacks the degree of reliability necessary to insure the preclusion of inadvertent control function actuation.

Frequency modulation coding and decoding equipment, however, may be designed which is withinpractical cost limitations and which possesses a high degree of reliability. The radio operated remote control system of the present invention is particularly adapted to be used by the average consumer for starting an automobile engine from a remote location; and therefore optimally utilizes a system which incorporates frequency modulation coding and decoding means.

Another problem particularly associated with systems for starting a combustion engine from a remote location is that when the engine momentarily starts but does not continue to run, i.e. fires a few times, as frequently occurs in cold weather or when the engine is not optimally tuned, the actuating means of the receiver may re-energize the electric starter motor associated with the engine before the moving parts of the engine have stopped. The seriousness of this problem becomes apparent upon a consideration of the usual operating relationship betweenan inter-.v

nal combustion engine and the starter motor associated therewith. conventionally, when the starter motor is energized a gear on the starter motor shaft drivingly engages a plurality of teeth formed on the periphery of the engine fly wheel. As will be evident, if the starter motor is energized while the fly wheel is turning, either the starter motor, or fly wheel, or both may be seriously damaged.

The actuating means of the prior art systems for starting a combustion engine from a remote location include no means for obviating this problem. Typical of such prior art systems is the device shown in Woyden Patent 2,952,- 782. The actuating means taught by Woyden basically comprises a plurality of relays which connect a source of potential to a starter motor for energizing the motor upon receipt of a command signal and which, upon starting of the engine, disconnect the potential source from the motor.

While an actuating means of the type shown in the Woyden patent may be operative for initially starting an engine, it does not include any means for regulating reenergization of the starter motor should the engine momentarily start but not continue to run. Thus, immediately after an initial unsuccessful starting of the engine the actuating means would re-energize the starter motor causing the starter motor gear to attempt to re-engage the toothed periphery of the fly wheel while the fly wheel is still moving, resulting in possible damage to either or both the starter motor and fly wheel. As will be apparent, this deficiency of the prior art systems severely limits their usefulness.

SUMMARY OF THE INVENTION The present invention otters an optimum solution to the problems associated with the prior art systems for starting a combustion engine from a remote location.

The remote control system of the invention includes a radio frequency transmitter having means for frequency modulating the transmitted control signals, and a receiver having control signal decoding means which is virtually insensitive to any control signals other than the signals transmitted from the transmitter of the same system. The receiver of each system is adapted to be operatively connected to a combustion engine so that upon receipt of a command from the transmitter of the same system only that particular engine will be started. The control signal coding and decoding means utilized in the remote control system of the invention overcomes the practical limitation of excessive cost to the average consumer and obviates the limitation of unreliability, both of which are extant to a greater or lesser degree in the prior remote control systems applicable for individual consumer use.

The transmitter of the system of the invention comprises means for generating and encoding a selective series of control signals utilizing frequency modulation techniques.

The receiver of the system includes a control signal decoding means comprising a stepping-chain switching circuit having a plurality of tuned circuits which are oper- 4 the engine until the moving parts thereof and particularly the fly wheel, have stopped.

The construction of both the receiver and transmitter of the system of the invention is of a compact and rugged nature to insure an extended, trouble-free operating life for the system. In'addition, the small size of the receiver facilitates the installation thereof in an automotive vehicle. Similarly, the transmitter is of a size which permits it to be conveniently carried in the pocket offa user.

With the foregoing in mind, it is a primary object of the present invention to provide a remote control system for automatically starting a combustion engine from a location remote from the engine.

It is a further object of the invention to provide a radio operated remote control system having means which virtually precludes the initiation of a control function by the receiver of a particular system except upon command of the transmitter of the same system. I

It is another object of the invention to provide a radio operated remote control system having means for coding and decoding control signals, which coding and decoding means insure that the receiver of a particular system will be operatively energized onlyupon receipt of commands from the transmitter of the same system.

It is an additional object of the invention to provide a remote control system for energizing the starter motor associated with a combustion engine which system includes an actuating means that prevents the starter motor from being re-energized after an initial unsuccessful starting of the engine until after the engine has stopped.

These and other objects of the invention will become apparent upon a consideration of the detailed description of a preferred embodiment thereof given in connection with the following drawings.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1A is a schematic diagram of the decoding means of the receiver of the remote control system of themvention;

FIG. 1B is a schematic diagram of the actuating means of the receiver of the remote control system of the in vention; and I i FIG. 2 is a partial schematic and partial block diagram of the transmitter of the remote control system of the invention. j

DESCRIPTION OF THE PREFERRED EMBODIMENT The radio operated remote control system of the invention includes a remote control receiver 10, shown in FIGS. 1A and 1B. Receiver 10 is adapted to be installed in a combustion engine powered vehicle, such as an automobile, and comprises a conventional radio frequency receiving device 12 (FIG. 1A) which is adapted to receive and amplify frequency modulatedcontrol signals transmitted from a remote location. As in conventional FM receivers, receiving device 12 extracts the controlsignals from a modulated carrier signal having the frequencies of the control signals impressed thereon.'One of the final stages of receiving device 12 is a control signal output stage (not shown) which is connected to a lead 14.

Remote control receiver 10 also includes a steppingchain switching circuit 16 (FIG. 1A) which is connected motor, but also includes means which prevent the starter of potential used for energizing the starter motor and the motor, and which is responsive to starting of the engine to prevent the potential source from being reconnected to the starter motor after an initial unsuccessful starting of by lead 14 to the control signal output stage of FM receiving device 12. Switching'circ'uit' "16 comprises a plurality. of tuned circuits '18, 20, 22,-24 and' 26. Although switching'circuit 16 is shown to'include five tuned cir cuits, a greater or lesser number of tuned circuits might beused as" is appropriate and desirable in a particular remote control system. The tuned circuits are. connected in parallel across thecontrol signal outputstage. of receiving device 12 by lead 14. 3

- Each of the tuned

circuits

18, 20, 22, 24 and 26. comprises an RC network, including a capacitor 28 and

resistors

30, 32 and 34. Resistor 30 is connected between capacitor 28 and the system ground 36. One terminal Uponreceipt .of a frequency modulated of resistor 32 is connected to capacitor 28 in parallel with resistor 30 and the other terminal is connected in series with resistor 34 to ground 36. The capacitance value of each of the capacitors 28'and the resistance value of the

several resistors

30, 32 and 34 are selected so that each of the tuned circuits will be resonant at a different frequency. Each of the circuits, therefore, will be responsive to, and energized by a particular control signal received from the output stage of receiving device 12. As shown in FIG. 1A, the components of the respective tuned circuits may be selected so that tuned circuit 18 is resonant at a frequency of 200 c.p.s., tuned circuit 20' resonant at a frequency of 300 c.p.s., tuned circuit 22 resonant at a frequency of 450 c.p.s. tuned circuit 24 resonant at a frequency of 500 c.p.s. and tuned circuit 26 resonant at a frequency of 600 c.p.s.

Each of the tuned circuits also includes a switching transistor 38 comprising a conventional NPN transistor. The base electrode 40 of each transistor 38 is connected to the associated capacitor 28, resulting in the "application of an electric potential onto the base electrode whenever a current flow is established through the capacitor. Each of the base electrodes 40 is thus rendered sensitive to the energization of the tuned circuit in which it is connected. The emitter electrode 42 of each transistor '38 is connected to the junction between

resistors

32 and 34. The collector electrodes 44 of the transistors are connected to switching devices which may be electromechanical switches, such as relays 46, 48, 50, 52 and '54. Each relay has an energizing coil 56 which is connected to the collector electrode of the associated transistor by a lead 58.

i The switching transistor 38 of each tuned circuit will be biased into a conducting state whenever .potential is applied onto base electrode 40incident to current flow through the associated capacitor 28. Each transistor 38 will thus be switched to a conducting state whenever the tuned circuit in which the transistor is connected is energized by the impression thereon of the proper frequency from the control signal output stage of receiving device 12. After a particular transistor 38 is biased into a conducting state, current will be permitted to flow through the transistor from collector electrode 44 to ernitterelectrode 42, thus establishing a path from the energizing coil 56 of the associated relay to the system ground via lead58, transistor 38 and resistor 34.

A source of electric potential .59, which conveniently may be a conventionaliautomotive battery, is connected to the energizing coil of relay 46 by a lead 60.

"Each. of: the "relays has a relay switch 62 associated therewith which is connected between. the energizing 'coil. of its own relay and thecoil of the adjacent relay on the'right by leads 61 and; 63, respectively. As each relay switch 62 is closed, beginning with relay 46, potential from source 59 becomes available at the'lead'61 andswitch 62 of the adjacent relay tothe'right. As will be apparent from this description, relay switches 62 are interconnected in a series circuit, which circuit will be closedjuponthe seriatim energization of each of the relays beginning with relay 46.,

carrier signal, receiving device 12 extracts and amplifies the control signals which have-been impressed thereon. The amplified control-signals are then'. impressed onto tuned.

circuits

18, 20, 22 ,24 and26'bythe control signal output stage of receivingdevic'e 12 through lead 14. If the frequencies and order of the'control signals correspond to the selective series of control signals required to serially energize the'tuned'circuitsfthe seriatirn'impression of the control signals onto the tunedcircuits" serially energizes each of the circuits beginning'with tuned ci'rcuit'18'.;Seriatim energization of tuned

circuits

18, 20", 22, 24' and 26' causes relays 46, 48, 50, 52 and 54 associated respectively therewith, to beserially" energized in-that'order,=which -'thus closes theseriestcircuit:formed-by. relay switches 62. The relays are slow-release devices. Therefore, after relay 46, for example, has been energized, the relay switch 62 associated therewith will remain closed for a suffi- .cient length of time to permit the switch 62 associated with relay 5-4, the last switch in the series circuit, to close.

Upon closing of the switch 62 associated with relay 54, stepping-chain switching circuit 16 closes, and current from source 59 flows through the series circuit formed by relay switches 62, permitting a source of potential to become available at a lead 64 connected to the final switch of the series circuit.

Lead 64 is also connected to an actuating means 66 which is operatively connected to an electric starter motor associated with the combustion engine to be started, for example the starter motor associated with the internal combustion engine of an automobile.

Actuating means 66 includes a triggerring mechanism, such as a relay 68, which is adapted to trigger the actuating means in response to closing of switching circuit 16. The energizing coil of relay 68 is connected to switching circuit 16 by lead 64 and to the system ground through a fluid-pressure sensitive switch which is installed at an appropriate location for sensing the pressure of the engine lubricant. The switch opens only when the lubricant attains a predetermined pressure level and thus remains closed when the engine is not running. Therefore, when the engine is not running, upon closing of switch.- ing circuit 16 relay 68 will be energized. When this occurs a relay switch 70 associated with the relay will be closed.

The movable contact of switch 70 is also connected to switching circuit 16, by a lead 72 and lead 64, so that when relay 68 is energized a source of potential becomes available at the stationary contact of switch 7 From switch 70, current passes through a lead 74 to a switching mechanism, which conveniently may be a relay 76. Relay 76 has a switch 78 associated therewith, including two

stationary contacts

80 and 82. As shown in FIG. 1B, when relay 76 is de-energized, the movable contact of switch 78 engages stationary contact 80; the latter being connected to lead 74. Thus, upon energization of relay 68 current passes through lead 74 to contact 80 and through the movable contact of switch 78. The latter contact, in turn, is connected to the energizing coil of relay 76 by leads 84, 86 and 88. The energizing coil of relay 76 is also connected to the system ground through a lead 90 and a relay 92. Relay 92 has a switch 93 associated there with which is closed when the relay is de-energized to complete the circuit to ground from the coil of relay 76. Thus, relay 76 will be energized upon energization of relay 68 responsive to closing of switching circuit 16. When this occurs, the movable contact of switch 78 disengages stationary contact 80 and engages stationary contact 82; the latter being connected to potential'source 59 by

leads

94 and 104. As will b apparent, when source 59 is connected to the energizing coil of relay 76 via contact 82, the relay will be locked in an energized state.

- Upon locking of relay 76 potential becomes available atlead 86 for supplying current to all of the components of actuating means 66. This condition will be maintained as long as the energizing coil of relay 76 is connected to ground through switch 93 associated with relay 92, irrespective of the position of switch 70 associated with relay 68. I

Lead 86 is connected to another switching devicesuch as relay 106. Relay 106 has a pair of

switches

108 and 110 associated therewith, the movable contacts of both of which are connected to lead 86. Switch 108 has a single stationary contact 112 which isdisengaged from the movable contact of the switch when the relay. is.deenergized; while switch 110 has a pair of

stationary contacts

114 and 116, the former of which is engaged by the movable contact of the switch when the relay is deenergized and the latter when the relay is energized. Thus, when current flows through lead 86 and switch 110,

7 it will pass from the latter through a lead 118 connected to stationary contact 114.

Lead 118, in turn, is connected to a circuit breaker means, which conveniently may comprise a relay 120. Relay 120 has a pair of

switches

122 and 124 associated therewith.

Switches

122 and 124 are structurally similar to

switches

108 and 110 associated with relay 106, having, respectively, a single stationary contact 126 and a pair of

contacts

128 and 130. As shown in FIG. 1B, the movable contact of switch 124 is connected to lead 118. As will be apparent from the above description, when relay 76 becomes locked in the energized state and relays 106 and 120 are in a de-energized state, a source of potential from source 59 will become available at stationary contact 128 via

leads

104 and 94, switch 78, leads 84 and 86, switch 110, lead 118, and switch 124.

' Contact 128 is connected to another switching device, which conveniently may be a relay 130 having a pair of

switches

132 and 134 associated therewith.

Switches

132 and 134 are also structurally similar to

switches

108 and 110 associated with relay 106, having respectively, a single stationary contact 136 and a pair of contacts 138 and 140. Contact 128 is connected through a diode 129 to the movable contact of both of

switches

132 and 134, and also to the energizing coil of relay 130 by a lead 142. The energizing coil of relay 130 is also connected to a time delay mechanism 144.

Time delay mechanism 144 conveniently comprises an electrically energized thermal unit which opens a predetermined period of time after current is applied to the heater thereof. Mechanism 144 is connected to the system ground through a relay 146 having a switch 147 associated therewith. Switch 147 remains closed as long as relay 146 remains de-energized to thus complete the circuit to ground from the energizing coil of relay 130. Thus, when potential becomes available at contact 128 relay 130 will be energized. When this occurs the movable contact of switch 134 engages contact 140 and thus connects the heater of time delay mechanism 144 to the source of potential available at contact 128. In addition, when relay 130 is energized the movable contact of switch 132 engages stationary contact 136 which is connected directly to source 59 by a lead 148 and lead 104. Since the movable contact of switch 132 is connected to the energizing coil of relay 130 by lead 142, when the relay is energized source 59 will be connected directly to the energizing coil of the relay to insure that the relay will remain energized even if the potential at contact 128 waivers or becomes insufficient to maintain relay 130 in the energized state.

As soon as relay 130 is energized, the heater of time delay mechanism 144 commences heating. After the heater has been energized for a predetermined period of time, for example, seconds, the mechanism will open which, in turn, opens the circuit to ground from the energizing coil of relay 130, causing the relay to deenergize. Thereupon the movable contact of switch 134 engages contact 138.

Contact 138 is connected to the energizing coil of relay 146 and to a lead 148. Thus, when relay 130 is de-energized by time delay mechanism 144, the potential available at contact 128 passes through switch 134 to the energizing coil of relay 146, causing the relay to energize. Euergization of relay 146, in turn, causes switch 147 to open, to thereby open the circuit to ground from the energizing coil of relay 130. Relay 130 cannot thereafter be energized as long as potential remains available at contact 128 even though the heater of mechanism 144 'cools sufficiently to close the mechanism.

Interposedin lead 148 is a switch 150 comprising one of a pair of mechanically actuated switches 150 and 151 which, together comprise a switching means that is operatively connected to the transmission associated with the engine. When the transmission is disengaged, for example, infpark or neutral, switch 150 is closed, establishing the continuity of lead 148. From switch 150, lead 148 is connected to the solenoid of the electrical starter motor associated with the engine. Thus, when potential becomes available contact 138, and if the transmission is disengaged, the starter motor will be energized.

When the engine starts it will drive the usual electric potential generating means associated therewith, such as a generator or alternator, to provide the necessary electric power for operating the engine and any electric accessories that may be installed in the vehicle in which'the engine is mounted. r

The generating means is connected to the energizing coil of relay by a lead 152 through a diode 154. The coil of relay 120 is also connected directly to the system ground. Thus, when a source of potential becomes available at the generating means relay 120 will be energized. When this occurs, the movable contact of switch 124 will disengage stationary contact 128 and engage stationary contact and the movable contact of switch 122 will engage stationary contact 126. As soon as contact 128 is disengaged potential no longer becomes available at lead 148 through switch 134, and the starter motor is de-energized.

As willbe evident from the above description, actuating means 66 includes means for energizing an electric starter motor associated with a combustion engine and means responsive to starting of the engine for de-energizing the motor. If the actuating means included nothing more than these operative features, it would accomplish what the prior art systems have done but would not prevent the starter motor from becoming re-energized should the engine momentarily start but not continue to run. As previously discussed, should this occur, it is likely that either the starter motor, or engine fly wheel, or both will be damaged.

The actuating means of the system of the present invention is particularly designed to avoid such an occurrence. Assuming that the engine starts momentarily resulting in at least the momentary generation of potential by the generating means associated therewith, such potential will pass through lead 152 and diode 154, and at least momentarily energize relay 120. As described above when this occurs, the movable contact of switch 124 will disengage stationary contact 128 to break the starter motor energization circuit. When potential is no longer available at stationary contact 138 of switch 134, relay 146 will de-energize, allowing switch 147 associated therewith to close, again completing the circuit to ground from the energizing coil of relay 130. Thereaftereven if the engine fails to start and relay 120 is de-energized, the energization circuit of relay 130 will have been re-established; To obtain this result, time delay mechanism 144 is selected so that only a relatively short period of time is required for the heater thereof tocool sufliciently to close the mechanism, for example 5-10 seconds.

Therefore, upon de-energization of relay- 120 and the resultant re-engagement of stationary contact 128 by the movable contact of switch 124,relay 130will again be energized in the manner-described above. Whenthis occurs, the movable contact of switch 134 will disengage stationary contact 138 to thus preclude re-energizatidn of the starter motor for the'period of time required for the heater of time delay mechanism 144 to' again heat sufiiciently to open the mechanism, and thereby open the circuitto ground from theenergizing.coi1 of relay j13 0. During this period, the moving parts. of the enginestop completely..Thereafter, when 'relay1 130 de-energizes and the startermotor is re-energized, via switch 134 and lead 148, the starter motor gear will re-engage the fly wheel only after the wheel hasstopped. A i To further insure that the starter motor will not'be reenergized .after- 'aninitial unsuccessful starting of. the engine until the moving parts of the engine havestopped, a second time delay mechanism 156 is provided which cooperates with mechanism 144to delay re-energization of the started motor for a second predetermined period of time.

Time delay mechanism 156 is connected to the energizing coil of relay 106 and to the system ground. The heater of mechanism'156 is connected to stationary contact 112 of switch 108.

As shown in FIG. 1B, the energizing coil of relay 106 is also connected to the generating means associated with the engine by lead.152 through a diode 158. Additionally, the coil of relay 106 is connected to stationary contact 116 of switch 110 through a diode 160 and to stationary contact 130 of switch 124 through a diode 162. Thus, when potential becomes available at either the generating means or, stationary contact 11 6 or stationary contact 130 the energization circuit of relay 106 will be completed through time delay mechanism 156.

When the engine starts and current passes through lead 152 to the energizing coil of relay 120 it will also pass through the energizin coil of relay 106. With respect to the latter, when this occurs the movable contact of switch 110" will engage stationary contact 116 to thereby connect the source of potential available at lead 86 directly to the coil of relay 106 causing the relay to lock in an energized state. At the same time, the same source of potential will be connected to the heater of time delay mechanism 156 via the movable contact of switch 108 and stationary contact 112. As will be apparent from this description, relay 106 and mechanism 156 will thus remain energized even if the engine only momentarily starts.

As long as relay 106 remains energized the movable contact of switch 110 will be disengaged from stationary contact 114 so that even if relay 120 has de-energized allowing the movable contact of switch 124 to re-engage stationary contact 128, no potential will be available via lead 118 and the movable contact of switch 124 at contact 128 for re-energizing the starter motor.

After the predetermined period of time required for the heater of mechanism 156 to heat sufficiently to open the mechanism, for example seven seconds, andthus break the circuit to ground from the energizing ,coil of relay 106, the relay will de-energize and the movable contact of switch 110 will re-engage stationary contact 114 to re-establish the starter motor energization circuit to switch 134 associated with relay 130. As will beapparent, the periods of time during which

time delay mechanisms

144 and 156 prevent re-energization of the starter motor run consecutively rather than concurrently.

Mechanism 156 thus acts as a safety backup for mechanism 144 and cooperates with the latter to prevent the starter motor from being re-energized .after an initial unsuccessful starting of the engine until the moving parts of the engine have stopped completely.

Once the engine starts and remains running, relay 120 will remain energized and thereby prevent potential from becoming available at stationary contact 128 for re-energizing the starter motor. As long as the engine remains running relay 106 will be periodicallyenergized and deenergized by the action of time delay mechanism 156.

Actuating means 66 also includes means for energizing the ignition system of the engine. For this purpose a relay 164 is provided having a switch 166 associated therewith. Switch 166 includes a stationary contact 168 which is engaged by the movable contact of the switch when relay 164 is de-energized and a stationary contact 170 which is engaged when the relay is energized.

The movable contact of switch 166 is connected to lead 86 by a lead 172. Thus, when potential becomes available at lead 86 through switch 78 it also becomes available at the movable contact of switch 166 through, lead 172.

The energizing coil of relay 164 is connected to lead 148 by a lead 174 and a diode 176 and is also connected to the generating means associated with the engine by a lead 178 and a diode 180. The coil is also connected directly to the" system'ground so that "when'potent'ial becomes available either at lead 148 or at lead 152 relay 164 will be energized.

As will be apparent, before potential becomes available at lead 148 for energizing the starter motor, i.e. during the time delay period of mechanism 144, the movable contact of switch 166 will engage stationary contact 168. The-latter, in turn, conveniently may be connected to the engine fuel pump and to-a solenoid which actuates the fuel 'valve of the engine carburetor. As' soon as potential becomes available at lead 148 for energizing the starter motor, relay 164 will energize and the movable contact of switch 166 will disengage stationary contact 168 and engage stationary contact the latter contact being connectedto the engine ignition system. Thus, the ignition system will be energized concomitantly with energization of the starter motor.

After the engine starts, relay 164 will be locked in an energized state by the current passing through lead 152 from the generating means.

Also, after the engine starts and before the operator thereof has reached the location of the vehicle in which the engine is mounted, switch 151 prevents an unauthorized userfrom engaging the transmission and removing the vehicle. As previously mentioned, switch 151 is part of a switching means that is operatively connected to the transmission. The switch is also connected by a lead 182 and lead 104 to source 59, and by a lead 184 to the energizing coil of relay 92. Thus, when the switch is closed, relay 92 will be energized opening switch 93 associated therewith and thereby opening the circuit to ground from the energizing coil of relay 7 6. As will be evident, when this occurs relay 76 will be de-energized and potential will no longer be available at any of the components of the actuating means. And specifically, potential will no longer be available through switch 166 for energizing the ignition system of the engine causing the engine to stop.

Switch 151 conveniently is placed in series with a switch 186 which is actuated by a key-operated lock and which remains closed when the key is removed from the lock. When the authorized operator of the vehicle inserts the key and opens the switch, the energization circuit of relay 92 will remain open even though switch 151 is closed, upon engagement of the transmission.

Switch 150, as previously mentioned, is closed when the transmission is disengaged to establish the continuity of lead 148. However, when the transmission is drivingly engaged switch 150- is opened so that the current which passes through lead 148 for ostensibly energizing the starter motor, passes instead through the energizing coil of a relay 188. The coil of relay 188 is grounded through the starter motor solenoid and is selected so that the resistance thereof reduces the amount of current which passes through the starter motor solenoid to an amount that is insufficient to energize the latter.

Relay 188 has a switch 190 associated therewith which is connected between lead 104 from source 59 and lead 184 to the energizing coil of relay 92, and which is closed when the relay is energized. Thus, if the transmission is drivingly engaged, when potential becomes available at lead 148.for ostensibly energizing the starter motor relay 188 will be energized instead of the starter motor. Energization of relay 188 and the resultant closing of switch 190 causes relay 92 to be energized. As described above, when this occurs relay 76 is de-energized and potential no longer becomes available for energizing the components of actuating means 66, thus precluding energization of the starter motor. As will be evident, switches 150 and 151 act together to prevent the starter motor from being energized when the transmission is drivingly en'- gaged, and the latter in addition de-energizes'the ignition system if the transmission is drivingly engaged by an unauthorized operator after the engine has started.

Actuating means 66 also includes means for stopping the engine from a remote location after it has been started should the operator desire merely to run the engine for 11 a period of time unattended, for example to warm up the engine periodically. Such means include a lead 192 connected between the energizing coil of relay 92 and stationary contact 126 of switch 122 associated with relay 120. The movable contact of switch 122 is connected to vlead 64 by a lead 194. After the engine has been started should the operator desire to stop it he again causes switching circuit 16 to close by transmitting the selective series of control signals required to energize tuned

circuits

18, 20, 22, 24 and 26. At this time the fluid-pressure sensitive switch interposed between the system ground and the energizing coil of relay 68 will be open preventing relay 68 from being energized. Also, relay 120 will be energized and the movable contact of switch 122 will be engaged with stationary contact 126. Thus, the potential available at lead 64 upon closing of switching circuit 16 will pass through lead 194, switch 122 and lead 192 to the energizing coil of relay 92. When relay 92 is energized, relay 76 will be de-energized, as described above, and potential will no longer be available for energizing the engine ignition system.

Remote control receiver 10, including switching circuit 16 and actuating means 66, may be mounted in any convenient location in a combustion engine powered vehicle, such as an automobile. The components of the receiver are of a small size and may be assembled in a compact and rugged unit requiring a minimum of installation space.

A remote control system transmitter 96 is used in conjunction with receiver 10. Transmitter 96 is shown in FIG. 2 and comprises a conventional radio transmitting device 98 having means (not shown) for generating and transmitting a carrier signal of a selected frequency and means (not shown) for frequency modulating the carrier signal with selected control signals of different frequencies. Transmitting device 98 includes an oscillator (not shown) for generating the control signals to be impressed on the carrier signal. The oscillator circuit includes a plurality of different-valued capacitors 100. When a particular capacitor 100 is switched into the oscillator circuit, the oscillator will generate a control signal of a frequency which is dependent upon the capacitance of the particular capacitor.

Capacitors 100 and a timed switching unit 102 form a timed switching circuit for serially switching each of the capacitors into the control signal generating oscillator circuit. Switching unit 102 may be a spring motor device similar to a telephone-dialing switch. Unit 102 is designed so that capacitors 100 will be serially switched into the oscillator circuit in synchronism with the seriatim energization of

relays

46, 48, 50, 52 and 54, with the values of capacitors 100 being selected so that the series of control signals thereby transmitted correspond to the resonant frequencies of tuned

circuits

18, 20, 22, 24 and 26.

Transmitter 96 also may be constructed as a small compact unit which may be conveniently carried in the pocket of a user. Thus, when the user desires to start they internal combustion engine of his automobile, he merely takes the transmitter out of his pocket and manipulates switching unit 102 in the same fashion as he would a telephone-dialing switch. Upon receipt of the properly coded series of transmitted control signals, receiver energizes the starter motor as described above.

The convenience of the remote control system of the invention is obvious. On cold days, it is frequently desirable to allow an internal combustion engine to warm up for a short period of time before subjecting the engine to heavy driving loads. In hot seasons of the year, it may be desirable to start an automotive internal combustion engine which is drivingly connected to an air-conditioning unit so that the vehicle will be cool when the user enters it. In either situation a user may conveniently start the engine of his automobile from a remote location. such as within his house or apartment, prior to his arrival at the vehicle.

The simultaneous or individual operation of numerous of the remote control systems of the invention in a limited ing inadvertent engine starting.

Additionally, the actuating means of the remote control system of the invention includes at least one and preferably two time delay mechanisms which prevent the starter motor from being re-energized until the moving parts of the engine have stopped completely should the engine initially start but not continue to run. The system of the invention thus obviates two of the major deficiencies of the prior art systems, that of inadvertent control function actuation and re-energization of the starter motor while parts of the engine are still moving after an initial unsuccessful starting. In addition, the system is ruggedly constructed and is within the economic availability of the average consumer.

The foregoing specific description of a preferred embodiment of the remote control system of the invention .is illustrative of merely one example thereof and is not intended to unduly limit the scope of the invention, as various modifications within the spirit of the invention will occur to those skilled in the art. Therefore, the scope of the invention is to be limited solely by the scope of the appended claims.

I claim:

1. A system for starting, from a remote location, a combustion engine having an electric starter motor and a means for generating electric potential associated therewith, said system comprising:

a stepping-chain switching circuit responsive to a selective series of control signals;

means for impressing the selective series of control signals onto the switching circuit for closing said circuit; and a an actuating means connected to the switching circuit and adapted to be connected to said starter motor for energizing said motor, said actuating means comprising, a switching mechanism operatively connected to the switching circuit and adapted to be connected to a source of electric potential, said switching mechanism being responsive to and closing upon closing of the switching circuit, a time delay mechanism operatively connected to the switching mechanism and adapted to be operatively connected to the starter motor for connecting the potential source to the motor when the switching mechanism is closed to thereby energize the motor, and a circuit breaker means operatively connected to the time delay mechanism and adapted to be operatively connected to said generating means, said circuit breaker meansbeing responsive to starting of the engine for disconnecting the time delay mechanism from the switching mechanism upon starting of the engine to thereby prevent the time delay mechanism from connecting the potential source to the motor afterthe engine has started and for reconnecting the time delay mechanism to the switching mechanism if the engine momentarily starts but does not continue to run to thereby allow the time delay mechanism to reconnect the potential source to the motor for reenergizing themot'or, said time delay mechanism being operative to prevent the potential source from being reconnected to the motor for a predetermined period of time after the time delay mechanism is reconnected to the switching mechanism so that if the engine momentarily starts but does not continue to run, the motor will not be re-energized until after the engine has stopped.

2. A system as recited in claim 1, wherein the engine also has an ignition system associated therewith, and wherein said switching mechanism is adpated to be operatively connected to said ignition system for connecting the potential source thereto.

3. A system as recited in claim 2, further comprising means responsive to closing of the switching circuit after the engine has started for opening the switching mechanism to thereby disconnect the potential source from the ignition system and thus stop the engine.

4. A system as recited in claim 1, wherein the engine also has a transmission associated therewith, and further comprising a switching means operatively connected to the switching mechanism and adapted to be responsively connected to said transmission for opening the switching mechanism and thereby preventing'the potential source from being connected to the starter motor if the transmission is drivingly engaged.

5. A system as recited in claim 4, wherein the engine also has an ignition system associated therewith, and wherein the switching mechanism is adapted to be operatively connected to said ignition system for connecting the potential source thereto, and wherein said switching means is operative to open the switching mechanism and thereby disconnect the potential source from the ignition system to stop the engine if said transmission is drivingly engaged after the engine has been started.

6. A system as recited in claim 1, further comprising a second time delay mechanism operatively connected to the circuit breaker means and adapted to be operatively connected to said generating means, said second time delay mechanism acting as a safety backup for said firstmentioned time delay mechanism and being responsive to starting of the engine for preventing the circuit breaker means from reconnecting the first time delay mechanism to the switching mechanism and thereby preventing the potential source from being reconnected to the motor for a second predetermined period of time after the engine starts so that if the engine momentarily starts but does not continue to run the motor will not be re-energized until after the engine has stopped.

7. A system as recited in claim 6, wherein said first and second time delay mechanisms comprise electrically energized thermal units.

8. A system as recited in claim 1, wherein said switching circuit comprises, a plurality of tuned circuits, means for serially energizing said tuned circuits, and a plurality of serially connected switching devices operatively connected to the tuned circuits whereby said switching devices are serially cosed upon seriatim energization of the tuned circuits.

9. A system as recited in claim 1, further comprising means for generating said selective series of control signals.

10. A system as recited in claim 9, wherein said control signals are of diiferent frequencies.

11. A system as recited in claim 1, wherein said engine is an internal combustion engine.

References Cited UNITED STATES PATENTS 3,040,724 6/1962 Kennemer 123179 3,271,680 9/1966 Reynolds 3l7-138 XR 3,275,836 9/1966 Vancha 123179 XR LAURENCE M. GOODRIDGE, Primary Examiner US. Cl. X.R.