US3793529A

US3793529A - Remote starting system for combustion engines

Info

Publication number: US3793529A
Application number: US00317190A
Authority: US
Inventors: J Bucher
Original assignee: Individual
Current assignee: Individual
Priority date: 1972-12-21
Filing date: 1972-12-21
Publication date: 1974-02-19
Anticipated expiration: 1991-02-19
Also published as: JPS5138856B2; CA1025085A; AU474750B2; DE2363623A1; JPS4989026A; GB1414909A; AU6408474A

Abstract

A system is disclosed for starting an engine from a remote location utilizing a receiver for receiving a command signal from a remote location and generating an engine start signal in response thereto. The start signal actuates an energizing circuit which connects a potential source to the ignition system of the engine, and which, in response to control signals from a twostage time delay start mechanism, connects the potential source to the starter motor for the engine. A protection mechanism is coupled to the energizing circuit and disconnects the potential source from the ignition system, thereby stopping the engine, upon the occurrence of any one of a number of predetermined events including, ''''racing'''' of the engine; ''''grinding'''' of the engine without starting; or idling of the engine for a predetermined period of time. The system may further include a mechanism coupled to the energizing circuit for detecting that an operator is preparing to assume control of the engine following remote starting thereof, including means for establishing a time period within which the operator must assume proper manual control of the engine and in the absence of such control, disconnecting the potential source from the ignition system, thereby stopping the engine.

Description

United States Patent 9 1191 Bucher Feb. 19, 1974 REMOTE STARTING SYSTEM FOR mote location utilizing a receiver for receiving a com- COMBUSTION ENGINES mand signal from a remote location and generating an [76] Inventor: Jeffrey C. Bucher, RD. N0. engine start signal in response thereto. The start signal Aspers Pa 17304 actuates an energlz mgcircult which connects a potent1al source to the 1gn1t1on system of the engine, and

[22] Filed: Dec. 21, 1972 which, in response to control signals from a two-stage time delay start mechanism, connects the otential [211 App! 317190 source to the starter motor for the engine. A protection mechanism is coupled to the energizing circuit [52] US. Cl. 290/38, 123/179 J, 290/36, and disconnects the potential source from the ignition 290/37 system, thereby stopping the engine, upon the occur- [51] Int. Cl H02p rence of any one of a number of predetermined events [58] Field of Search..... 29 /37, 38, 36, 33; 123/179 including, racing of the engine; grinding of the engine without starting; or idling of the engine for a [56] References Cited predetermined period of time. The system may further UNITED STATES PATENTS include a mechanism coupled to the energizing circuit 3,478,730 11/1969 Bucher 290/38 R x for detecting that .l Preparing to 3,727,070 1971 Liang 290/38 R mm)! of the engme fnowmg remote stamng ABSTRACT A system is disclosed for starting an engine from a rethereof, including means for establishing a time period within which the operator must assume proper manual control of the engine and in the absence of such control, disconnecting the potential'source from the ignition system, thereby stopping the engine.

10 Claims, 3 Drawing Figures 311 1 0 m RI ex 7 R2 01 1 m g KM 1 RECEIVER 029 o- OUTPLT 05 06 R5 'DOORW- R 1 4 RM IGNITION D xo l v 6:-

02 M 022 1c 11 E cEssoEs Hm /l5 DI 07 1 s 5; BRAEE %I MI\EF i ALT 010 (F 21' 1121 R22 K 09 6- o (f; 28 026 M ,nzv m L 05 m0 STARTER n SOL v m 05 05/2: R36

PATENTEDFEB 1 9 1914 SHEET 1 UF' 3 Y ma mas:

PAIENTEUFEMQIQM sumanra J 3 WEE v REMOTE STARTING SYSTEM FOR COMBUSTION ENGINES BACKGROUND OF THE INVENTION and attendant advantages of the system disclosed herein.

SUMMARY OF THE INVENTION The system of the invention is designed to start, from a remote location, an engine having an ignition system, and an electric starter motor, an electric generating device and a source of electrical potential associated therewith, such as an automobile or truck engine. The starting system utilizes a receiver for receiving a coded command signal from a remote location and generating an engine start signal in response thereto, and an energizing circuit for-connecting the potential source to the ignition system and, in response to control signals from a two-stage time delay start-mechanism, to the starter motor. A protection mechanism also is coupled to the energizing circuit for disconnecting the potential source from the ignition system, thereby stopping the engine, upon the occurrence of any one of a number of events, including an indication that the engine is racing"; an indication that the engine is grinding" but not starting; or an indication that the engine has remained idling for a predetermined period of time.

The system may further include a mechanism coupled to the energizing circuit for detecting that an operator is preparing to assume control of the engine following remote starting thereof, including means for establishing a time period within which the operator must assume proper manual control of the engine and in the absence of such control, disconnecting the potential source from the ignition system, thereby stopping the engine.

DESCRIPTION OF THE DRAWINGS FIG. l'is a schematic diagram of the remote starting system of the invention; and

FIG. 2 is a schematic diagram of the detection mechanism which may be included in the system shown in FIG. 1.

DESCRIPTION OF A PREFERRED EMBODIMENT The remote starting system of the invention includes a plurality of interconnected timing devices which provide control signals for starting a combustion engine in response to a remotely transmitted signal without human intervention. The timing devices also provide control signals for idling the engine at the proper speed, and stopping the engine should any one of a number of malfunctions or other predetermined events occur.

In the preferred embodiment of the system, a radio receiver is mounted in a vehicle to receive a coded command signal from a radio transmitter carried by an operator. The receiver and transmitter may be of the type disclosed in the aforementioned US. Pat. No.

3,478,730. The starting system includes means triggered by the receiver in response to receipt of the command signal for energizing the engine ignition system and a starter motor associated with the engine. Specifically, an engine start signal from the receiver is applied to an energizing switching circuit which connects a source of electric potential to the ignition system andthe starter motor.

The main power supply line for the system, designated BAT, is connected to a potential source, such as a conventional automobile battery. The energizing circuit includes relays K1, K2, K3 and K4, and timing devices U1 and U4. An engine start signal from the receiver of less than five seconds duration is coupled through a resistor R13 to the base of a PNP transistor 05, turning on such transistor. The emitter of transistor O5 is connected to the BAT line, and the collector thereof is connected through a diode D12 to one end of the coil of relay K1 and through two resistors R24 and R25 to the base of an NPN transistor Q12. The collector-emitter circuit of transistor Q12 is connected between the other end of the coil of relay K1 and the system ground, designated G. Thus, when transistor O5 is turned on, transistor 012 also is turned on, connecting the other end of thecoil of relay Kl to ground, as a result of which the relay is energized. The normally open switch of relay K1, which is inserted in the BAT line, is then closed. The base of transistor Q12 is coupled directly to the BAT line, and the coil of relay K1 is coupled directly between the BAT line and ground through the collector-emitter circuit of transistor 012. Thus, when relay K1 is energized, the switch of the relay is locked closed.

The main bias supply voltage to timing devices U1 and U4 as well as additional timing devices U2, U5, U6 and U3 is supplied by a voltage divider comprising a diode D3, two resistors R16 and R17 connected in series and a capacitor C1 connected in parallel with the two resistors. This arrangement, whereby the bias supply voltage is tapped off at the junction between resistors Rl6and R17, supplies a standardized voltage level to all of the timing devices. This is necessary because frequently one or moreaccessories in a vehicle are powered by the battery during the operation of the starting system, e.g., heater blower, and the voltage divider stabilizes the bias voltage to the timing devices,

thereby avoiding degradation in the timing functions which. might otherwise result.

When relay K1 is energized, voltage is applied to the coil of relay K4 which is connected between the BAT line and ground. Upon the energization of relay K4, normally open relay switches K4A and K4B are closed applying voltage to the ignition system and the vehicle accessories, respectively.

When relay K1 is energized, the proper bias voltage also is applied to the biasing input of each of timing devices Ul-U6 from bias line 60 by means of biasing resistors R6, R28, R9, R31, R35 and R12, respectively. In the preferred embodiment, each timing device is a threshold voltage device, which turns on only when an input signal of a certain magnitude exceeding a predetermined threshold level is applied to a control input thereof. Each timing device turns off when the control input thereof is grounded. In the preferred embodiment, each timing device comprises a silicon controlled switch. A series RC network is coupled to the control input of each timing device to establish the time lag before the threshold level voltage needed to turn on the device is achieved.

Timing device U1 comprises the first stage of a twostage time delay start mechanism for starting the engine, which stage is specifically intended to energize a fuel device, designated GAS SOL, to feed fuel to the engine before energizing the starter motor. The fuel feed device GAS SOL preferably is a solenoid operatively connected to the throttle valve of the carburetor of the engine. Device U1 has the control imput 62 thereof connected to the junction between two resistors R and R18 which are connected in series with a capacitor C2 between the BAT line and ground.

A voltage signal begins to develop at control input 62 as soon as relay K1 is energized. In the preferred embodiment, a voltage signal of sufficient magnitude to turn on device U1 develops at control input 62 about five seconds after relay K1 is energized. This time delay period, as well as the delay periods of the other timing devices U2-U6, has been selected to meet the exigencies of the preferred embodiment disclosed herein which is adapted for use with a standard automobile or truck engine of present commercial design. Other time delay periods could be selected to accommodate other types of engines.

When the signal applied to control input 62 of device U1 reaches thethreshold level and the device is turned on, a signal is generated at the output thereof and is applied to the base of an NPN transistor Q6, turning on such transistor. The collector-emitter circuit of transistor O6 is coupled between the base of a PNP transistor Q2 and ground. Thus, when transistor Q6 is turned on, transistor Q2 also is turned on. The emitter of transistor Q2 is connected to the BAT line, and the collector thereof is connected through a diode D16 to one end of the coil of relay K3. The other end of such coil is connected to ground so that when transistor O2 is turned on, relay K3 is energized closing the normally open switch thereof. When relay K3 is energized, the fuel feed device GAS SOL is energized through normally closed relay switch K2A to thereby feed fuel to the engine prior-to starting.

Timing device U4 comprises the second stage of the start mechanism, which stage is specifically intended to energize the starter motor, designated STARTER SOL, a short time after the fuel feed device GAS SOL has been energized. Device U4 has the control input 64 thereof connected to the junction between two resistors R27 and R41 which are connected in series with a capacitor C6 between the collector of transistor Q2 and ground. I

A voltage signal begins to develop at control input 64 as soon as transistor O2 is turned on. In the preferred embodiment, a voltage signal of sufficient magnitude to fire device U4 develops at control input 64 about 1 second after transistor O2 is turned on.

When the signal applied to control input 64 ofdevice U4 reaches the threshold level and the device is turned on, a signal is generated at the output thereof and is applied to the base of an NPN transistor Q13, turning on such transistor. The collector-emitter circuit of transistor 013 is coupled between the base of a PNP transistor Q8 and ground. Thus, when transistor Q13 is turned on, transistor 08 also is turned on. The emitter of transistor O8 is connected to the collector of transistor 02, and the collector thereof is connected through a diode D25 to one end of the coil of relay K2. The other end of such coil is connected to ground so that when transistor O8 is turned on, relay K2 is energized opening normally closed switch. K2A thereof and closing normally open switch K2B thereof. When switch K2A opens, the fuel feed device GAS SOL is de-energized, and when switch K2B closes, the starter motor STARTER SOL is energized to thereby start the engine. If desired, the switch of relay K3 may be connected directly to the fuel feed device GAS SOL, as shown by a phantom line, so that such device will remain energized while the engine is starting.

An additional feature in this portion of the system is the incorporation of feedback lines in each stage of the two-stage start mechanism to guard against premature cut-off by either of the stages of the respective designated functions. Thus, in the first stage, the collector of transistor O2 is connected to control input 62 of timing device U1 through a diode D4 and a resistor R4 to lock device U1 (and relay K3) turned on until such device is positively turned off. Similarly, in the second stage, the collector of transistor 08 is connected to control input 64 of timing device U4 through a diode D15 and a resistor R26 to lock device U4 (and relay K2) turned on until such device is positively turned off.

The two-stage start mechanism is de-energized in the following manner. When the starting function is complete, and the engine has been running for a sufficient length of time for the electric generating device associated therewith, designated ALT, to generate an output voltage which exceeds the voltage level established by a fixed threshold device comprising a zener diode D9, the diode breaks down and conducts. This voltage. level is applied to the base of an NPN transistor Q9 through a resistor R36; the bias level of transistor Q9 being established in the quiescent state by a bias resistor R37. Thus, when diode D9 conducts, transistor O9 is turned on. The emitter-collector circuit of transistor Q9 is connected between control input 62 of timing device Ul andground. Thus, when transistor O9 is turned on, control input 62 is shorted to ground and transistors Q6 and Q2 are sequentially turned off, thereby de-' energizing relay K13.

When transistor O2 is turned off, control input 64 of timing device U4 also returns to substantially ground potential and transistors Q13 and Q8 are sequentially turned off, thereby de-energizing relay K2.

Should the engine start momentarily and then stop, i.e., stall, timing devices U1 and U4 will again be sequentially turned on to thereby re-start the engine. The reason for establishing a six-second delay, i.e., the combined delay periods of devices U1 and U4, between the energization of relay K1 and the energization of relay K2 is to allow sufficient time for the engine flywheel to stop turning, should the engine start momentarily and then stop, before the starter motor STARTER SOL is again energized. i

A protection mechanism, including timing devices U2, U5, U6 and U3 detects malfunctions and other predetermined events and in response to such events deenergizes the starting system and stops the engine. The protection mechanism also includes a two-stage idle regulator mechanism which insures that the engine will idle at the proper speed after it has warmed up. The malfunctions detected by the protection mechanism of the two-stage start mechanism indicating that the engine is grinding but not starting.

The first stage of the idle regulator mechanism includes timing device U2, which stage is intended to momentarily energize the fuel feed device GAS SOL to provide a momentarily. increase in the fuel feed rate after the engine has warmed up and the choke has openedfully. Timing device U2 has the control input 70 thereof connected to the junction between two resistors R8 and R19 which are connected in series with a capacitor C3 between the BAT line and ground.

A voltage signal begins to develop at control input 70 as soon as relay K1 is energized. In the preferred embodiment, a voltage signal of sufficient magnitude to turn on device U2 develops at control input 70 about 4 minutes after relay K1 is energized. This time-delay period, hasbeen selected as an optimum period for the engine to warm up.

When the signal applied to control input 70 of device U2 reaches the threshold level and the device is turned on, a'signal is generated at the output thereof and is applied to the base of an NPN transistor Q7, turning on such transistor. The collector-emitter circuit of transistor O7 is coupled between the base of a PNP transistor 03 and ground. Thus, when transistor 07 is turned on, transistor Q3 also is turned on. The emitter of transistor O3 is connected to the BATT line, and the collector thereof is connected through a diode D8 to' the same end of the coil of relay K3 as is the collector of transistor 02. Thus, when transistor O3 is turned on, relay K3 is energized, thereby energizing the fuel feed device GAS SOL independently of the engine starting sequence described above.

The second stage of the idle regulator mechanism includes timing device US, which stage is intended to deenergize the fuel feed device after a predetermined period of time so that the engine will idle at the proper speed after it has warmed up. Device US has the control input 72 thereof connected to the junction between two resistors R30 and R42 which are connected in series with a capacitor C7 between the collector of transistor Q3 and ground.

A voltage signal begins to develop at control input 72 as soon as transistor ()3 is turned on. In the preferred embodiment, a voltage signal of sufficient magnitude to turn on device U develops at control input 72 about one-tenth second after transistor O3 is turned on.

When the signal applied to control input 72 of device U5 reaches the threshold level and the device is turned on, a signal is generated at the output thereof and is applied to the base of an NPN transistor Q14, turning on such transistor. The collector-emitter circuit of transistor Q14 is connected between control input 70 of device U2 and ground so that when transistor 014 is turned on, control input 70 is' shorted to ground and transistors 07 and 03 are sequentially turned off, thereby de-energizing relay K3. The engine then returns to normal warmed up idle speed.

The collector-emitter circuit of transistor 014 also is coupled to the base ofa PNP transistor Q4.-Thus, when transistor 014 is turned on, transistor Q4 also is turned on. The emitter of transistor 04 is connected to the BAT line, and the collector thereof is connected to control input 72 of device U5, thus locking transistors Q14 and Q4 turned on after transistors 07 and 03 are turned off. This is necessary because of the functional interrelationship between timing devices U5 and U3, as described below.

Timing device U3 comprises an engine stop mechanism which stops the engine after remote starting thereof if an operator does not assume proper manual control of the engine within a predetermined period of time. Device U3 has the control input thereof connected between two resistors R11 and R20 whichare connected in series with a capacitor C4 between the collector of transistor 04 and ground.

A voltage signal begins to develop at control input 80 as soon as transistor 04 is turned on. In the preferred embodiment, a voltage signal of sufficient magnitude to turn on device U3 develops at control input 80 about 8 minutes after transistor 04 isturned on.

When the signal applied to control input 80 of device U3 reaches the threshold level and the device is turned on, a signal is generated at the output thereof and is ap plied to the baseof an NPN transistor O15, turning on such transistor. The collector-emitter circuit of transistor 015 is connected between the junction between resistors R25 and R24 and ground. Thus, when transistors 015 is turned on, the base of transistor Q12 and the side of the coil of relay Kl connected to the BAT line are shorted to ground, deenergizing relay K1 and thereby de-energizing relay K4. When relay K4 is detion detection mechanismcomprising timing device U6 I which de-energizes the starting system and stops the engine upon the occurrence of any one of a number of malfunctions. Device U6 has the control input 78 thereof connected to three separate sources for generating a voltage signal. The circuit from each such source includes a resistor R43 and a capacitor C8 connected in series between control input 78 and ground.

A first voltage signal source device U6 is the normally open contact of the switch of relay K3 which is connected to control input 78 through two resistors R34, and R44. The purpose of utilizing the normally open contact of the switch of relay K3 as a voltage sig nal source is to deenergize the starting system if the engine grinds for a predetermined period of time without starting, i.e., the starter motor STARTER SOL remains energized for a predetermined period of time without the engine starting.

As described above with respect to the operation of the two-stage start mechanism, relays K3 and K2 are energized sequentially. Therefore, during the starting sequence, relay K3 is always energized before relay K2, also both relays are de-energized substantially simultaneously. Thus, the energization period of relay K3 necessarily includes the energization period of relay K2.

A voltage signal begins to develop at control input 78 as soon as relay K3 is energized. in th preferred embodiment, a voltage signal of sufficient magnitude to turn on device U6 develops at control input 78 about 12 seconds after relay K3 is energized. Thus, if relay K3 remains energized for about 12 seconds during the starting sequence, indicating that the starter motor STARTER SOL has been energized without the engine starting, the signal applied to control input 78 of device U6 reaches the threshold level and the device is turned on. When device U6 is turned on, a signal is generated at the output thereof and is applied to the base of transistor Q15, turning on such transistor and thereby deenergizing the starting system, as described above.

A second voltage signal source for device U6 is the collector of transistor ()3 which is connected to control input 73 through a diode D19 and a resistor R33. The purpose of utilizing the collector of transistor Q3 as a voltage signal source is to de-energize the starting system and stop the engine if the idle regulator mechanism fails to de-energize relay K3 properly and thereby fails to de-energize the fuel feed device GAS SOL properly, after such relay and device are energized during the idle regulation sequence, ie, to prevent prolonged racing of the engine.

A voltage signal begins to develop at control input 78 as soon as transistor O3 is turned on. In the preferred embodiment, a voltage signal of sufficient magnitude to turn on device U6 develops at control input '78 about one second after transistor O3 is turned on. Thus, if transistor 03 remains turned on for about one second with the attandant energization of relay 1K3 and the fuel feed device GAS SOL, the signal applied to control input 78 of device U6 reaches the threshold level and the device is turned on, thereby de-energizing the starting system and stopping the engine, as described above.

A third voltage signal source for device U6 is the junction between two isolating diodes D26 and D27 which are connected between the normally closed contact of switch KZA and the normally open contact of switch K28. The junction between diodes D26 and D27 is connected to control input 78 through the emitter-collector circuit of a PNP transistor Q16 and a resistor R45. The purpose of utilizing the junction between diodes D26 and D27 as a voltage signal source is to provide a back-up means for de-energizing the starting system and stopping the engine should either the fuel feed device GAS SOL or starter motor STARTER SOL be improperly energized for any reason while the engine is running.

As described above, after the engine has started, transistor O9 is turned on. The base of transistor OM is connected to the collector of transistor Q9. Thus, when transistor 09 is turned on, transistor QM also is turned on. Thereafter, a voltage signal begins to develop at control input 7S if either the fuel feed device GAS SOL or starter motor STARTER SOL is energized. In the preferred embodiment, a voltage of sufficient magnitude to turn on device U6 develops at control input 78 about 2 seconds after either the fuel feed device GAS SOL or starter motor STARTER SOL is energized. Thus, if either the fuel feed device GAS SOL or starter motor STARTER SOL remains energized for about two seconds after the engine has started, the signal applied to control input 7230f device U6 reaches the threshold level and the device is turned on, thereby deenergizing the starting system and stopping the engine, as described above.

A diode D is connected in parallel with resistor R34 to permit capacitor C8 to discharge to ground through the fuel feed device GAS SOL when relay K3 is de-energized. Thus, the charge which builds up on capacitor C8 during the starting sequence is discharged to ground after the engine starts and before the timing device U2 is turned on. The value of resistors R44 and RdS are selected such that a voltage signal of sufficient magnitude to turn on device U6 develops at control input 78 in about two seconds if the starter motor STARTER SOL is energized for any reason while relay K3 is de-energized and the engine is running.

The protection mechanism also includes a two-stage switching gate for stopping the engine upon the occurrence of any one of a number of other predetermined events. Such gate includes two NPN resistor Q10 and Q11 having the collector-emitter circuits thereof connected in series between the base of transistor Q12 and ground. The base of transistor OH is connected to the electric generating device ALT'through zener diode D9, a diode D21 and a resistor R22 so that after the engine has started, transistor OH is turned on. Thereafter, if transistor our is turned on, the base of transistor Q12 and the end of thecoil of relay KI connected to the BAT line are shorted to ground, thereby deenergizing the starting system and stopping the engine.

One manner of turning on transistor Q10 is by applying an engine start signal from the receiver to the starting system while the engine is running. Thus, should the operator desire to stop the engine after remote starting thereof, he generates another command signal from the transmitter, again turning on transistor Q5. The emitter of transistor O5 is connected to the base of transistor QM) through a resistor R23 and a diode D22. Thus, when transistor O5 is turned on, transistor Q10 also is turned on, thereby de-energizing the starting system and stopping the engine, as described above.

When the starting system initially is energized, transistors Q10 and OH have no effect on relay Kl because transistor Qllil is not turned on until the engine has started. Also, the engine start signal from the receiver is of less than five seconds duration so that during the starting sequence transistor Q10 is turned off before transistor Qilil is turned on.

Another manner of turning on transistor 010 is by opening a door of the vehicle in which thesystem is installed. The means for achieving this function include a PNP transistor QT having the base thereof coupled to the BATT line. The emitter-collector circuit of transistor O1 is connected between the BATT line and the base of transistor Old through a diode D1, a resistor RTS and a diode D11. in vehicles having a negative ground, the door switch is connected to the base of transistor Oil through a diode D6 and a resistor R3. Thus, when a door is opened, transistor 01 is turned on an transistor 0110 also is turned on, thereby deenergizing the starting system and stopping the engine, as described above.

In vehicles having a positive ground, the door switch is connected to the base of transistor 010 through a diode D2, resistor R15 and diode D11 so that when a door is opened transistor 010 is turned on, and the starting system is de-energized and the engine stopped, as described above. Y

An additional manner of turning on transistor Q10 is by actuating the brakes. A brake actuation switch is connected to the base of transistor 010 through a diode D7, resistor R15 and diode Dll so that when the brakes are actuated transistor Q10 is turned on, and the starting system is deenergized and the engine stopped, as described above.

If desired, transistor 010 may be turned on by the actuation of an auxiliary switching device, such as a thermostat. The switching device is connected to the base of transistor 01 through a resistor R14 so that when the device is closed transistor 01 is turned on, thereby turning on transistor Q and de-energizing the starting system and stopping the engine, as described above.

The protection mechanism also includes two diodes D29 and D30 connected between the normally open contacts of switches K4A and K4B. The junction between diodes D29 and D30 is connected to the base of transistor 01 through resistor R14. Thus, when relay K4 is energized, if either one of switches K4A or K4B fails to close properly, the base of transistor 01 will be grounded through the ignition system or the accessories, turning on such transistor, thereby turning on transistor Q10 and de-energizing the starting system.

All of the above described means for turning on transistor 010, except by turning on transistor 05, also will turn on transistor 011 if the engine is not running. The means for achieving this function is a diode D10 connected between the junction between resistor R and diode D11 and the base of transistor 011. Thus, the engine need not be running for such means to de-energize the starting system.

The starting system also'may include means for detecting that an operator is preparing to assume control of the engine, and de-energizing the system and stopping the engine if the operator does not assume proper manual control of the engine within a predetermined period of time. Such means is shown in FIG. 2 and includes a timing device U9. Device U9 has the bias input thereof connected to line 60 through a resistor R118, and the control input 82 thereof connected to the junction between two resistors R117 and R120 which are connected in series with a capacitor C103. Resistors R117 and R120 and capacitor C103 are connected between one branch of a two-branch transistor locking circuit and ground.

The transistor locking circuit includes a PNP transistor 0104 and an NPN transistor 0103. One branch of the circuit'is connected between the BAT line and ground, and includes the emitter-collector circuitof transistor Q 104, a resistor R112 and a resistor R114. The base of transistor 0103 is connected to the junction between resistors R1 12 and R114. The other branch of the circuit also is connected between the BAT line and ground, and includes a resistor R115, a resistor R113 and the collector-emitter circuit of transistor 0103. The base of transistor 0104 is connected to the junction between resistors R115 and R113. 1f either transistor 0104 or transistor 0103 is turned on, the other transistor will be turned on and both transistors thereby locked on.

In vehicles having a negative ground, the base of transistor 0104 is connected to the door switch through a diode D108 and a resistor R116. In vehicles having a positive ground, the base of transistor 0103 is connected to the door switch through a diode D107 and a resistor R111. Thus, when a door of the vehicle is opened, either transistor 0104 or transistor 0103 will be turned on, depending on the polarity of vehicle lighting system, and the locking circuit will be energized.

A voltage signal begins 'to develop at control input 82 when the locking circuit is energized. 1n the preferred embodiment, a voltage signal of sufficient magnitude to turn on device U9 develops at control input 82'about l0 seconds after the locking circuit is energized.-

When the signal applied to control input 82 of device U9 reaches the threshold level and the device is turned on, a signal is generated at the output thereof and is applied to the base of an NPN transistor 0105, turning on such transistor. The collector-emitter circuit of transistor 0105 is coupled between the base of a PNP transistor 0106 and ground. Thus, when transistor 0105 is turned on, transistor 0106 also is turned on. The emitter of transistor 0106 is connected to the BAT line, and the collector thereof is connected to the base of transistor 010 through a diode D110, diode D2, resistor R15 and diode D11. Thus, when transistor 0106 is turned on, transistor 010 also is turned on, thereby deenergizing the system and stopping the engine, as described above. The collector of transistor 0106 also is connected to control input 82 through a diode D109 and a resistor R119 to lock device U9 turned on until the system is positively-de-energized.

The detection mechanism thus allows the operator about ten seconds after opening the vehicle door to close the conventional ignition switch and thereby assume proper manual control of the engine, before deenergizing the starting system and stopping the engine. The starting system will always be de-energized about 10 seconds after the door is opened, but the engine will be stopped only if the conventional ignition switch is not closed. The detection mechanism provides an additional convenience of permitting the operator to enter the vehicle and assume proper manual control of the engine after remote starting thereof, without requiring the operator to restart the engine in the conventional manner. The foregoing detailed description of a preferred embodiment of the system of the invention is not intended to limit the scope of invention as defined by the appended claims.

1 claim 1. A system for starting, from a remote location, a combustion engine having an ignition system, and having an electric starter motor, an electric generating device and a source of electrical potential associated therewith, said system comprising:

an energizing circuit coupled to a receiver to receive an engine start signal therefrom and including means for connecting said potential source to said ignition system and said starter motor in response to said start signal to thereby energize the ignition system and the starter motor, said energizing circuit also being coupled to said generating device to receive an electric signal therefrom and including means for disconnecting said potential source from said starter motor in response to said electric signal to thereby de-energize said starter motor;

a device for feeding fuel to said engine;

a protection mechanism coupled to said energizing circuit and said fuel feed device and including an idle regulator mechanism for sequentially energizing and de-energizing said fuel feed device after the engine has started to thereby regulate the idle speed thereof, said protection mechanism further including means for disconnecting said potential source from said ignition system if said idle regulator mechanism does not de-energize said fuel feed device, to thereby stop the engine and prevent damage thereto.

2. A system as recited in claim 1, wherein said idle regulator mechanism comprises a first time delay means for energizing the fuel feed device a first predetermined period of time after said engine start signal is received by said energizing circuit and a second time delay means for de-energizing the fuel feed device a second predetermined period of time after the fuel feed device is energized by said first time delay means.

3. A system as recited in claim 1, wherein said protection mechanism further includes back-up means for disconnecting said potential source from said ignition system if said fuel feed device or said starter motor is energized after the engine has started, to thereby stop the engine and prevent damage thereto.

4. A system as recited in claim 1, wherein said protection mechanism further includes means for disconnecting said potential source from said ignition system and said starter motor if the engine does not start within a predetermined period of the time after the starter motor is energized by said energizing circuit.

5. A system as recited in claim 1, further comprising a detection mechanism coupled to said energizing circuit and being operable to detect preparation by an operator to assume manual control of the engine, said detection mechanism including means for disconnecting said potential source from said ignition system if an operator does not assume proper manual control of the engine within a predetermined period of time after said preparation is detected, to thereby stop the engine and prevent an unauthorized operator trol thereof.

6. A system as recited in claim 1, wherein said energizing circuit includes at least one time delay means coupled to said means for connecting the potential source to the starter motor to prevent the potential source from being connected to the starter motor for a predetermined period of time after the potential source is connected to the ignition system.

7. A system as recited in claim 1, wherein said energizing circuit is coupled to the fuel feed device and further includes means for energizing the fuel feed device before the potential source is connected to the starter motor.

8. A system as recited in claim 1, wherein said energizing circuit is coupled to the fuel feed device and further includes means for energizing the fuel feed device before and while the potential source is connected to the starter motor.

9. A system as recited in claim 1, wherein said protection mechanismfurther includes means for disconnecting the potential source from the ignition system a from assuming conpredetermined period of time after the engine has been started, to thereby prevent the engine from running unattended for a prolonged period of time.

10. System as cited in claim 1, wherein said protection mechanism further includes means for disconnecting the potential source from the ignition system when said start signal is applied to 'said system after the engine has started, to thereby permit an operator to stop the engine from a remote location.

Claims

1. A system for starting, from a remote location, a combustion engine having an ignition system, and having an electric starter motor, an electric generating device and a source of electric potential associated therewith, said system comprising: an energizing circuit coupled to a receiver to receive an engine start signal therefrom and including means for connecting said potential source to said ignItion system and said starter motor in response to said start signal to thereby energize the ignition system and the starter motor, said energizing circuit also being coupled to said generating device to receive an electric signal therefrom and including means for disconnecting said potential source from said starter motor in response to said electric signal to thereby de-energize said starter motor; a device for feeding fuel to said engine; a protection mechanism coupled to said energizing circuit and said fuel feed device and including an idle regulator mechanism for sequentially energizing and de-energizing said fuel feed device after the engine has started to thereby regulate the idle speed thereof, said protection mechanism further including means for disconnecting said potential source from said ignition system if said idle regulator mechanism does not deenergize said fuel feed device, to thereby stop the engine and prevent damage thereto.

5. A system as recited in claim 1, further comprising a detection mechanism coupled to said energizing circuit and being operable to detect preparation by an operator to assume manual control of the engine, said detection mechanism including means for disconnecting said potential source from said ignition system if an operator does not assume proper manual control of the engine within a predetermined period of time after said preparation is detected, to thereby stop the engine and prevent an unauthorized operator from assuming control thereof.

9. A system as recited in claim 1, wherein said protection mechanism further includes means for disconnecting the potential source from the ignition system a predetermined period of time after the engine has been started, to thereby prevent the engine from running unattended for a prolonged period of time.

10. System as cited in claim 1, wherein said protection mechanism further includes means for disconnecting the potential source from the ignition system when said start signal is applied to said system after the engine has started, to thereby permit an operator to stop the engine from a remote location.