CA2252632C - Radio controlled engine kill switch - Google Patents
Radio controlled engine kill switch Download PDFInfo
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- CA2252632C CA2252632C CA002252632A CA2252632A CA2252632C CA 2252632 C CA2252632 C CA 2252632C CA 002252632 A CA002252632 A CA 002252632A CA 2252632 A CA2252632 A CA 2252632A CA 2252632 C CA2252632 C CA 2252632C
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Abstract
An engine kill switch system (10) has a transmitter (12) and receiver (14) which are linked through specific transmitted codes within a frequency. The receiver (14) is mounted directly on the boat and wired to an engine kill switch (10), maintaining the switch (10) in the closed position as long as a signal is received from all of the activated transmitters (12). Once the transmitter signal is unintentionally deactivated, the receiver (14) shuts down the engine. A range adjustment (20) allows the separation distance between the transmitter (12) and receiver (14) to be changed, dependent upon the size of the boat and end use. A strobe and audio warning (22) can also be attached to the receiver (14) and activated simultaneously with the deactivation of the engine. The transmitter (12) has a programmed unique code recognized by the receiver (14). The system (10) can also be used as an antitheft device simply by removal of one transmitter (12), thereby rendering the engine inoperable.
Description
RADIO CONTROLLED ENGINE KILL SWITCH
BACKGROUND OF THE INVENTION
Field of the Invention A radio controlled engine kill switch automatically shuts off an engine upon deactivation of a recognized individual code being con-tinually sent by a remote transmitter.
Brief Description of the Prior Art Boating is a popular, although dangerous, sport. Although there are frequent reports of boating accidents causing fatalities, many deaths are caused when people fall overboard and drown prior to being found in choppy water. Various safety devices have addressed this problem, however none have provided the combination of mobility and safety. Although the danger around water has been recognized, none of the above prior art has addressed the issue of mobile water device safety pertaining to stopping the mobile device in the event of a pas-senger or driver overboard.
SUMMARY OF THE INVENTION
The engine deactivation system has at least one portable transmit-ter, with an independent power source, such as rechargeable battery, which transmitting a constant individually identifiable signal. A
receiver receives and recognizes the identifiable signal from each of the transmitters. Receipt of the signal by the receiver maintains the cut-off in a run mode and interruption of the constant signal from one of the transmitters activates the stop mode. Reinstatement of the trans-mission of the signal places the cut-off means in a run mode. An on-off device on both the receiver and transmitter can be provided to deac-tivate each unit. The receiver also has a cut-off which is connected to the engine and maintains a run mode and a stop mode, the stop mode deac-tivating the engine. A distance controller varies the transmission dis-tance between the transmitter and the receiver. An antenna transmits the SUBSTITUTE SHEET (RULE 26)
BACKGROUND OF THE INVENTION
Field of the Invention A radio controlled engine kill switch automatically shuts off an engine upon deactivation of a recognized individual code being con-tinually sent by a remote transmitter.
Brief Description of the Prior Art Boating is a popular, although dangerous, sport. Although there are frequent reports of boating accidents causing fatalities, many deaths are caused when people fall overboard and drown prior to being found in choppy water. Various safety devices have addressed this problem, however none have provided the combination of mobility and safety. Although the danger around water has been recognized, none of the above prior art has addressed the issue of mobile water device safety pertaining to stopping the mobile device in the event of a pas-senger or driver overboard.
SUMMARY OF THE INVENTION
The engine deactivation system has at least one portable transmit-ter, with an independent power source, such as rechargeable battery, which transmitting a constant individually identifiable signal. A
receiver receives and recognizes the identifiable signal from each of the transmitters. Receipt of the signal by the receiver maintains the cut-off in a run mode and interruption of the constant signal from one of the transmitters activates the stop mode. Reinstatement of the trans-mission of the signal places the cut-off means in a run mode. An on-off device on both the receiver and transmitter can be provided to deac-tivate each unit. The receiver also has a cut-off which is connected to the engine and maintains a run mode and a stop mode, the stop mode deac-tivating the engine. A distance controller varies the transmission dis-tance between the transmitter and the receiver. An antenna transmits the SUBSTITUTE SHEET (RULE 26)
2 signal between the transmitter and receiver. Audio and visual alarms can be also included. An emergency cut-off device should be provided to break transmission of the signal and place the cut-off means in the stop mode, stopping the engine. A protection device preventing the emergency cut-off from being inadvertently activated.
When the signal is blocked from the receiver the cut-off is placed into the stop mode, thereby cutting off power to the engine. The signal is blocked when the transmitter enters the water or is beyond the trans-mission range. An override allows the cut-off to be in said run mode without receiving a recognized signal. At least two indicator lights are provided which designate the power status of transmitter and said receiver, including the power level of the independent power supply within the transmitter. The indicator lights can be color coded to designate at least one of recharging, transmitting or low battery status check.
The transmitter can be stored proximate the receiver when not in use with transmission of the signal beginning upon separation of the transmitter from the receiver. The transmission is stopped once the transmitter is returned to the receiver.
The receiver can have a coding system which takes the individually identifiable signal from each of the transmitters and codes the receiver to recognize each signal. A data processor can receive data from both the receiver and transmitter, integrating the data into a database and displaying data.
BRIEF DESCRIPTION OF THE DRAWINGS
The advantages of the instant disclosure will become more apparent when read with the specification and the drawings, wherein:
FIGURE 1 is a front view of a radio controlled engine kill switch as designed for a small craft;
FIGURE 2 is a front view of an alternate embodiment of the radio controlled engine kill switch of Figure 1;
FIGURE 3 is a schematic view of a radio controlled engine kill switch for a larger craft using a separate transmitter bar and receiver;
SUBSTITUTE SHEET (RULE 26}
When the signal is blocked from the receiver the cut-off is placed into the stop mode, thereby cutting off power to the engine. The signal is blocked when the transmitter enters the water or is beyond the trans-mission range. An override allows the cut-off to be in said run mode without receiving a recognized signal. At least two indicator lights are provided which designate the power status of transmitter and said receiver, including the power level of the independent power supply within the transmitter. The indicator lights can be color coded to designate at least one of recharging, transmitting or low battery status check.
The transmitter can be stored proximate the receiver when not in use with transmission of the signal beginning upon separation of the transmitter from the receiver. The transmission is stopped once the transmitter is returned to the receiver.
The receiver can have a coding system which takes the individually identifiable signal from each of the transmitters and codes the receiver to recognize each signal. A data processor can receive data from both the receiver and transmitter, integrating the data into a database and displaying data.
BRIEF DESCRIPTION OF THE DRAWINGS
The advantages of the instant disclosure will become more apparent when read with the specification and the drawings, wherein:
FIGURE 1 is a front view of a radio controlled engine kill switch as designed for a small craft;
FIGURE 2 is a front view of an alternate embodiment of the radio controlled engine kill switch of Figure 1;
FIGURE 3 is a schematic view of a radio controlled engine kill switch for a larger craft using a separate transmitter bar and receiver;
SUBSTITUTE SHEET (RULE 26}
3 FIGURE 4 is a front view of an alternate embodiment of the instant invention;
FIGURE S is a perspective view of a single user receiver and trans-mitter;
FIGURE 6 is an example receiver flow chart for use with the engine kill switch of Figure 5;
FIGURE 7 is an example transmitter flow chart for use with the en-gine kill switch of Figure 5;
FIGURE 8 ,is an example transmitter block diagram for use with the engine kill switch of Figure S; and FIGURE 9 is an example receiver block diagram for use with the en-gine kill switch of Figure 5.
DETAILED DESCRIPTION OF THE INVENTION
The radio controlled engine kill switch system disclosed herein provides a safety and security device for use on boats, jet skis, and other water craft, as well as a security device for other motor run vehicles. The system maintains activation of the engine only while sig-nals are received from all activated transmitters which have been partnered with the individual receiver. All. of the equipment disclosed herein must be weather resistant and capable of withstanding salt water and the corrosion associated therewith.
Activating the receiver by breaking the transmitter signal provides a critical safety measure. It is critical to turn off the en-gine as soon as the party enters the water. A unit which institutes the signal upon entry of into the water can fail to obtain the desired ef-fect if the unit is defective. In the disclosed invention, if the unit fails, it fails on the side of safety by turning off the boat. A multi-user radio frequency controlled receiver 14 with multiple transmitters 12, is illustrated in Figure 1. The radio transmitters 12, worn by the operator and each passenger, are coded to interact with the radio receiver 14 installed in the boat or other motor water craft. The RF
contact between the transmitter 12 and receiver 14 must be maintained in order for the engine to continue to run. In the event the RF contact is broken, the engine is immediately shut down. Although a wide range of SUBSTITUTE SHEET (RULE 26)
FIGURE S is a perspective view of a single user receiver and trans-mitter;
FIGURE 6 is an example receiver flow chart for use with the engine kill switch of Figure 5;
FIGURE 7 is an example transmitter flow chart for use with the en-gine kill switch of Figure 5;
FIGURE 8 ,is an example transmitter block diagram for use with the engine kill switch of Figure S; and FIGURE 9 is an example receiver block diagram for use with the en-gine kill switch of Figure 5.
DETAILED DESCRIPTION OF THE INVENTION
The radio controlled engine kill switch system disclosed herein provides a safety and security device for use on boats, jet skis, and other water craft, as well as a security device for other motor run vehicles. The system maintains activation of the engine only while sig-nals are received from all activated transmitters which have been partnered with the individual receiver. All. of the equipment disclosed herein must be weather resistant and capable of withstanding salt water and the corrosion associated therewith.
Activating the receiver by breaking the transmitter signal provides a critical safety measure. It is critical to turn off the en-gine as soon as the party enters the water. A unit which institutes the signal upon entry of into the water can fail to obtain the desired ef-fect if the unit is defective. In the disclosed invention, if the unit fails, it fails on the side of safety by turning off the boat. A multi-user radio frequency controlled receiver 14 with multiple transmitters 12, is illustrated in Figure 1. The radio transmitters 12, worn by the operator and each passenger, are coded to interact with the radio receiver 14 installed in the boat or other motor water craft. The RF
contact between the transmitter 12 and receiver 14 must be maintained in order for the engine to continue to run. In the event the RF contact is broken, the engine is immediately shut down. Although a wide range of SUBSTITUTE SHEET (RULE 26)
4 radio frequencies and their respective antenna types, may be applicable, a frequency with low tolerance to transmission through water can be ad-vantageous in some applications. For simplicity in explanation herein, reference will be made to boat engines, however the instant invention can be utilized to deactivate other motor driven water devices, such as jet skis.
The radio controlled engine kill switch system 10 allows the operator and the occupants the freedom to move about the craft while providing the safety and security benefits of an engine kill switch.
Upon boarding nearly any sized power boat, the operator, and all or some designated number of passengers, would attach a small radio transmitter 12 to either their bodies or clothing. Each transmitter 12 transmits its own unique signal which, once activated, is recognized by the receiver 14 mounted within the craft. Activation of the RF signal can be through removal of the transmitter 12 from the receiver 14, an on-off switch, or other means obvious to those skilled in the art. The RF sig-nal can also be continually sent and received, although the drain on the battery is extensive with this method. The receiver 14 is preferably range adjustable and would be set depending upon the size of the craft and the intended use. Therefore, if the passengers were to be fishing, the range would be substantially narrower than if the passengers were water skiing. When the radio transmission from any of the activated transmitters ceases, a switch within the receiver 14 immediately reverses, deactivating the ignition system on the boat engine. With ap-proximately 75% of all boating fatalities being directly related to the operator or an occupant being ejected from their craft, the radio con-trolled engine kill switch 10 becomes a potentially significant safety device in reducing boating fatalities.
The radio transmitter 12 component of the engine kill switch 10 is a weather proof device which would be secured around the neck, wrist, arm, waist or ankle of the occupant of a powered boat. When activated, the transmitter 12 transmits a constant radio signal which is recognized by the receiver 14. Depending upon various factors, such as types of antennas used, the transmitter 12 uses a specific, individual code which falls within a specific frequency.
SUBSTITUTE SHEET (RULE 26) WO 97/39924 ' PCT/US97l06120 In addition to the ability to deactivate the engine, the transmit-ter 12 preferably contains several safety features. Replaceable lithium magnesium dioxide battery or a rechargeable battery such as a NiCad, are . optimal to allow the transmitter 12 to recharge while not in use. A
visible low battery indicator 16 should also be contained in the trans-miner 12 for use with both rechargeable and non-rechargeable batteries.
It is also preferable that the transmitters 12 be designed so that a low battery produces the same result as a dead battery. This will minimize the chances of a battery going dead during use. A manually operated "panic button" 18 installed in each transmitter 12 allows any occupant wearing a transmitter 12 to discontinue their individual transmitter's 12 signal, consequently deactivating the motor. This feature is espe-cially useful in the event a passenger who was not wearing a transmitter 12 was thrown overboard. Thus, any passenger wearing a transmitter 12 can deactivate the boat's ignition using the "panic button" 18 without needing to notify the operator of the boat to manually shut down the en-gine. The panic button 18 can have a cover to avoid inadvertent activa-tion, however, access to the panic button 18 must be rapid and uncompli-cated. A spring loaded, flip up cover would be an example of a simple to use, rapid access, cover.
As stated, each transmitter 12 has a uniquely coded signal with its own ID which is, in turn, recognized by the receiver 14. One of the ways this can be accomplished is by the use of an application specific integrated chip or a microprocessor controller. An example block diagram for both a receiver and transmitter is disclosed herein in Figures 8 and 9. Other methods of recognizing specific ID codes will be known by those versed in the art. By having a uniquely coded signal, each containing its own ID, a large number of transmitters can be operated on a common frequency. The receiver 14 is mounted directly on the boat, proximate the operator, and wired into the engine, replacing, or supplementing, any existing kill switch wiring. The switching device remains closed as long as the constant signals from all of the recog-. nized, activated transmitters 12 are being received. In the event the receiver 14 loses the activated signal of one of the transmitters 12, the switch opens, grounding or discontinuing power to the motor ignition system and killing the engine.
SUBSTITUTE SHEET (RULE 26) WO 97139924 PCTlITS97/06120 As stated, the radio receiver 14 is preferably equipped with the ability to adjust the range of reception between the transmitter. and the receiver. This can be through use of a variable sensitivity receiver controlled by a screw, knob or other device, as known in the art. Alter-natively, the control can be accessible and the adjustment accomplished by the operator of the boat through a range control 20. By providing the accessible range control 20, the operator is free to change the range dependent upon the current use. In the event the receiver 14 is equipped with an accessible range control 20, a time activated default range is preferably built into the receiver 14. In this way, if the operator sets the range for water skiing and forgets to reset the range, the receiver 14 will automatically reset the range to the default set-ting after a predetermined period. The ability to adjust the range is necessary to allow for a single system to be used with most sized crafts .
The electronic circuitry contained in the receiver provides the ability to search and recognize any codes within the specific frequency.
At the time of manufacture, the receiver 14 is programmed with a specific frequency. In one method of recognization, the transmitters 12 are manufactured with each transmitting an individual code within this specific frequency. Only these individual. codes are embedded within the receiver 14 as corresponding codes. The codes can be embedded into the receiver 14 in any number of methods known in the art. The receiver 14 coded in this manner has the ability to recognize only a certain number of codes within the frequency and the transmitters 12 must transmit only the pre-embedded codes. This is not a preferable method in that it limits the number of transmitters which can be recognized by each receiver and requires closer monitoring of the receiver production.
Preferably, the receiver 14 has the capability of recognizing all codes within the frequency and only codes which are programmed into the receiver by transmitters will be active and recognized by the particular receiver. The programming can be "hard", such as switches, "soft", such as light, or other means known, which can transmit information from one source to another. There is an advantage to the receiver recognizing all codes and using soft programming, in that it allows the user to pur-chase additional transmitters, without concern for matching pre-embedded SUBSTITUTE SHEET (RULE 26) WO 9'1139914 PCT/US97/06120 codes to the receiver, and add these transmitters without the expense of an installer. The receiver can be provided with a "program" mode in which it reads the information from the transmitter, thereby activating the code embedded within the receiver at the time of manufacture. Upon identifying the codes being transmitted, the receiver recognizes those codes as active transmitters. All activated transmitter codes are stored and loss of signal from any active code activates the engine kill switch.
The receiver 14 is preferably powered by a rechargeable battery, such as nickel cadmium, nickel metal hydride or lithium. The recharging can be achieved by either voltage conversion from a generator, alter-nator, magneto, magnets, or the like or via photo electric cells. Since all powered boat engines do not have an external power source it is critical that the battery be the energy source powering the receiver.
Within the scope of powered boat application, various types of an-tennas can be used with the receiver 14. The type of antenna being, in some instances, dependent upon the type and size of the boat. Fre-quencies will require coordinating with the type of antenna used, i.e.
loop type antennas may require a lower radio frequency transmission than required by an omnidirectional antenna.
As a further safety feature, a signal/warning strobe 22 is preferably mounted directly on the receiver 14 or, alternatively, OI1 the body of the boat. The strobe 22 serves as a visual reminder and/or warn-ing notice that the kill switch transmitter 12 has been activated. The system is programmable ~o that in very rough seas where a sudden inter-ruption of power could endanger a boat, the system can be set to trigger only the visual and audible systems. Additionally while it would be ob-vious for occupants of the boat if the power was interrupted, the strobe serves to warn people boating or diving off the main craft that a problem has arisen. More irnportant:ly, however, the strobe 22 acts as a beacon to assist occupants thrown averboard to locate their craft at night. The strobe 22 receives power through a self-contained battery 24, rechargeable or standard, and becomes automatically activated by the deactivation of a transmitter 12 signal. A separate ignition switch can SUBSTITUTE SHEET (RULE 26) WO 97139924 PCTli1S97/06120 also be provided to manually activate the strobe 22 while the engine is running. The strobe 22 can also be wired directly into the boat battery or other available power source.
When the transmitted signal from any of the transmitters 12 is broken, the strobe 22 begins to flash simultaneous with, or as an alter-native to the opening of the previously described engine kill switch.
The strobe 22 continues to flash until either the coded signal from the missing transmitter 12 is recognized by the receiver 14 or the strobe 22, and/or entire system 10 is deactivated.
An audio warning 26 can be incorporated for further safety, serv-ing as a notification for all on-board and off-board passengers. The audio warning 26 is activated upon deactivation of the transmitter 12 signal. The audio warning 26 can be any pitch which can be heard over a distance and over the sound of the natural elements. By providing a pitch which will carry over the sounds of the ocean, the audio provides a second means to assist a person thrown overboard to locate the craft.
It is also preferable that the audio warning 26 be intermittent to provide better locating capability.
The strobe 22 and audio warning 26, as well as the engine kill switch system 10, can be manually deactivated, although it is recom-mended that-the deactivation be somewhat complex.
The radio controlled engine kill switch also serves as an an-titheft device. As described herein the receiver will remain closed as long as all transmitter signals are being received. If the operator or an occupant of a powered boat were to voluntarily leave the craft, thereby leaving the predesignated field of the receiver, the switch within the receiver would open and render the boat engine inoperable.
Since breaking the transmitter signal would activate the strobe and audio warning, manual deactivation is recommended prior to use as a an-titheft device.
When the transmitter component 12 is used as an antitheft device, and will therefore be separated from the receiver, the strobe 22 and audio warning 26 should be manually deactivated until the transmitter signal was subsequently received. In the event a transmitter 12 is lost, stolen, or in some matter rendered inoperable, the operator may desire to deactivate the signal warning strobe 22 as a convenience.
SUBSTITUTE SHEET (RULE 26) WO 97/39924 PCTlUS97J06120 Deactivation in any case would become a conscious, manual decision by the operator. The signal warning strobe 22 deactivation is accomplished by entering a deactivation code into the receiver 14. This code would be a series of numbers, letters, symbols, light signals or the like en-tered via keypad, or other input devices 28. By successfully entering the warning strobe 22 deactivation code, only the signal warning strobe 22 would be deactivated. The switch within the receiver 14 will remain open due to the loss of a transmitter signal and the engine would remain inoperable. An automatic reset for the deactivation of the signal warn-ing strobe would take place when the receiver 14 recognizes the transmit-ter 12 signal upon the transmitter's return to the receiver's range.
The audio warning 26 can also be provided with the capability to be deac-tivated in the same manner as the strobe 22 and is preferably deac-tivated simultaneous with the strobe 22.
In the event the operator desires to override the entire radio con-trolled engine kill switch system 10, this would be accomplished in much the same manner as described in the deactivation of the signal warning strobe 22, using a more complicated code. This override procedure would close the engine kill switch allowing the engine to be operated without the kill switch. Deactivation of the engine kill switch would be a to-tally separate operation and should not render the signal warning strobe inoperable. Optimally, for safety, overriding the kill switch system would activate the signal warning strobe 22. Once the entire system is deactivated, deactivation of the signal warning strobe 22 would con-stitute a separate action and be accomplished using the prior described action. As a further safety feature, a "confirmation code" can be re-quired if the engine kill switch system 10 and strobe 22 are deactivated within a certain time period from one another.
In the event a transmitter is lost, broken or otherwise rendered inoperable, the system must be notified that the transmission will no longer be received. This can be accomplished in several ways, the easiest of which is to manually turn off the engine and restart, thereby p rebooting the system. This is only applicable to systems where the transmitters are not in physical contact with the receiver and are manually activated. In systems where the transmitters are tied to storage ports, the system must be notified and ordered to accept the SUBSTITUTE SHEET (RULE 26) transmission loss. This can be accomplished through preset entry codes through the input device. Alternatively, a "dummy" transmitter can be included with each system which transmits a code unilaterally accepted by all receivers and allows for the temporary reactivation of the en-gine.
While in its simplest form a system is comprised of a single trans-mitter for the operator, as disclosed heretofore, the technology allows for a substantial number of transmitters to be used with a single receiver. The storage, activation and deactivation of the transmitters will vary dependent upon the size of the application, cost of manufac-ture and preferences of the end user. In the specific instance of a moderate craft system with approximately ten transmitters, the transmit-ters can be stored directly into the body of the receiver 14, as il-lustrated in Figures 1 and 2. Upon inserting the transmitter 12 into a storage port on the receiver 14 deactivation of the transmitted signal would occur. The transmitter 12 can be linked to the storage ports in either of two methods. In the first method, each storage port can be linked to a specific transmitter 12, requiring that the transmitter 12 must be placed on its respective storage port in order to deactivate the signal. This provides the advantage that the names of the users can be placed above the storage port and a transmitter 12 identified with a specific user. Indicator lights 30 can be used to indicate which of the transmitters 12 has activated the kill switch system 10. Alternatively, any transmitter 12 can be placed on any storage port, thereby deactivat-ing the signal. Although this does not provide for the safety feature of knowing the identity of the party carrying each transmitter 12, it does make activation and deactivation simpler. The advantages of each system would be dependent upon the end use. The storage ports can con-tain a magnetic sensitive reed switch 56, or other means known in the art. When any transmitter is removed from the storage port, the trans-mitter signal would be automatically activated and recognized by the receiver 14 as an active transmitter 12.
Figure 2 illustrates an alternate design and incorporates a locat-ing device 58 within the kill switch system 50. The locating device 58, is incorporated in the receiver 52, and can be automatically activated upon deactivation of the transmitter 54 signal, The locating device 58 SUBSTITUTE SHEET (RULE 26) uses standard locating technology which preferably has been wired to be-come activated when the transmitter 54 signal is broken. By the nature of this device it becomes a locator for the person, or persons, that have broken transmission contact with the receiver 52. A simple direc-tional antenna, tuned to the frequency of the transmitter 54 being worn by the lost party, can easily locate that party. For example, in the event the operator or a passenger wearing a transmitter 54 was separated in violent seas from the craft, the engine kill switch would immediately shut down the engine and/or activate the visual and audible warning sys-tems depending on programming. If the engine was deactivated, due to drift, wind, fog or other conditions, the separated party may be unable to be reunited with the craft. A search party, using a directional an-tenna, would be able to locate the transmission signal and consequently the lost party. The use of a single frequency provides an advantage by narrowing the scope of the search to the used frequency. Additionally, a single, consistent frequency make:; it easier for other parties, such as the coast guard or Global Positioning Systems, to monitor for lost boaters. In the example of a cruise: ship, it is entirely possible that a child left at port could be located with a directional antenna. Global positioning systems are decreasing in size, as well as becoming more financially affordable and can be easily incorporated within the dis-closed system.
When larger numbers of transmitters are involved, as illustrated in Figure 3, the transmitters 104 can be stored on a holding bar 102 wired to the receiver 108. The holding bar 102 can be proximate the receiver 108 or in an accessible location a distance from the receiver 108. The receiver 108 can be provided with a viewer 110, such as a LED, which will display the code of any transmitter 104 which has broken its signal with the receiver 108. On large ships, such as cruise or navy craft, the name of the person using each transmitter can be logged into the receiver 108 or tied into the ship's computer, representing a sig-nificant safety factor in the event a child fell overboard or was ac-cidentally left at a port stop. In the event a transmission is broken, not only would the usual alarms be activated, but the identification of the person would be known. The loss of a transmitter signal would give an audible and/or visual signal in t:he control room and allow for ap-SUBSTITUTE Sf-IEET (fiULE 26) propriate action to be taken. The operator would know immediately, through the computer, all pertinent information concerning the wearer of the disconnected transmitter and expediting location of the user. This type of system would also possibly reduce the liability to the operator.
This can also be helpful if it is known in advance that the person will not be in range and that the transmission will be broken, allowing the system 100 to be reset. Alternatively, the receiver 108 can be provided with the capabilities to override the alarm for any one transmitter 104 for a set period of time, reactivating at the expiration of the set period. This system can be advantageous with scuba divers wherein the transmitter 104 can be overridden for the period of time slightly less than the air supply in the tanks.
Figure 4 illustrates an alternate engine kill switch system 200 wherein the receiver 202 and the transmitters 204 are not in physical contact during storage. Therefore the initial activation and subsequent deactivation must be through means other than removal of the transmitter 204 from the receiver 202. The transmitters 204 are picked up from the storage location and activated either at the storage location or taken to the receiver 202 for activation. Preferably, each transmitter 204 has its own activation light 206 on the receiver 202 to indicate that the transmitter 204 has been activated. Activation of the transmitters 204 can be through numerous methods, such as bar codes or magnetic readers. The emergency cut-off, or panic button, can also be used to activate the transmitter, although the method of activation must be com-pletely different from the operation of the panic button. For example, the panic button would be pulled out and twisted to initiate transmitter activation. In instances where the users are consistent for long periods, such as a naval vessel, the transmitters 204 can be tied to a particular person upon each activation. This can be done through manual entry upon the time of activation or in combination with other iden-tification methods which are currently being used in the particular ap-plication. In this embodiment, the indicator lights 206 can be a LED
type, thereby providing a name, or other personal identification, upon activation of the transmitter 204.
SUBSTITUTE SHEET (RULE 26) WO 97/39924 ' ' PCT/US97/06120 A single user unit 300 is illustrated in Figure 5 with the trans-mitter 308 attached to the receiver 302 for storage and/or recharging.
In the embodiment illustrated, the front plate 318 has a larger perimeter than the round insert 304. The use of this configuration al-lows an easy-to-cut hole to be drilled into the mounting area, electri-cal connections made, and the unit 300 secured through use of screws or other means known in the art. Once mounted the front plate 318 covers the hole cut to receive the insert 304, providing a quick and easy in-stallation. It should be noted, however, that the illustrated configura-tion is an example and other configurations can be used for both the front plate and insert.
As stated heretofore, the transmitter 308 continually sends the specific code to the receiver 302 until the signal is broken, as for ex-ample by distance or water. Although the distance between a boat and user would not be as critical prior to the signal being broken, in an overboard situation immediate reaction is required. For this reason, a water sensor 312 is used to immediately break the signal and initiate the engine shut down. As can be seen in the flow chart of Figure 7, once water is detected by the water sensor 3I2, the transmitter 308 is turned off, and waits in an idle mode until the transmitter 308 is taken out of the water. Various methods can be used to reactivate the trans-mitter 308 once it is removed from the water, including adding a reac-tivation switch, including the reactivation in the circuitry, requiring reattachment to the receiver 302, or in the simplest form simply removal from the water. These, and other methods, will be apparent to those skilled in the art.
The attachment method of the transmitter 308 can be through use of any of several methods, or combinations thereof, known in the art, such as magnets, snap-on clips or a bottom indent. Due to the corrosive na-ture of salt water, it is preferable that the attachment method be easy to maintain. The transmitter 308 operates on batteries which are placed in the battery receiving area 320. As stated, the batteries are preferably rechargeable and are recharged directly from the receiver 302 in any of the various manners known in the art. The battery receiving area 320 is protected from the elements by closure cap 314. The closure cap 314 also allows for access to the code set panel 322 which contains SUBSTITUTE SHEEP (RULE 26)-any of the switches necessary to synchronize the signal with the receiver 302 or make any other manual circuitry changes necessary based on the electronics utilized.
Both the receiver 302 and the transmitter 308 preferably contain visual or audio means to determine their current status. As an example the illustrated unit 300, both the receiver 302 and transmitter 308 con-tain lights 306 and 310 respectively. In the example used in Figures 5 - 9, the lights 306 and 310 are both green when the transmitter 308 is attached to the receiver 302 to indicate that the transmitter 308 is charging. Once the transmitter 308 is removed from the receiver 302, the lights 306 and 310 turn red to verify that the link between the transmitter 308 and receiver 302 is in existence. The affronted low bat-tery indicator can also be incorporated into the transmitter light 310 using a flashing mode to indicate the need to recharge. The transmitter's 308 low battery status can also be indicated on the receiver light 306 and would be activated by a weak signal. An audio signal can also be incorporated in the transmitter, similar to those used in pagers, to indicate a low battery.
The receiver 302 is armed or disarmed through use of a key switch 316. This also allows the system to be reset when needed. The key switch 316 can be provided with positions to arm, reset or disarm the system, thereby providing more alternatives for the user than simple on/off modes.
Figures 6 and 7 provide example control flowcharts for the receiver 302 and transmitter 308 of Figure 5. The block diagrams of the example transmitter and receiver are illustrated in Figures 8 and 9. As can be seen from Figure 6, once activated the receiver continually verifies that a code is being received, checking the code against the known address of the "partnered" transmitter. If the received code ad-dress matches the known code address, the receiver proceeds to cycle through the process. If, however, the code is not received, or an incor-rect address is received, the system disables the motor. Various checks and balances, examples of which are illustrated in the flow chart 600, should be incorporated to prevent false shut downs. The transmitter 308, as charted in flow chart 610 continues in a stand-by mode until detached from the receiver. Once the transmitter is detached from the SUBSTITUTE SHEET RULE 26~
receiver, the transmitter circuitry adds the transmission loop, con-tinually checking for the presence of water. If water is not detected, the system continues to loop. When water is detected, the system turns off the transmitter and enters a sub-loop continually checking for the presence of water. Once the transmitter is out of the water, the main loop is re-entered and the system proceeds transmitting. The basic ele-ments of the receiver and transmitter are illustrated in the block diagrams 620 and 640.
The activation of the transmitter at the time of use can be incor-porated with any of the foregoing embodiments. In the embodiments wherein the transmitter is activated by means other than removal from the receiver, a shut down mode must be provided. This can be ac-complished through manual entry, repeating the initial activation step, turning off the engine or a combination thereof. Optionally more than one action can be required to shut down the transmitters in order to prevent inadvertent transmitter shut: down. Additionally, any of the described features, such as audio alarm, locator, etc., can be utilized with any embodiment, whether or not it was described or shown in conjunc-tion with the embodiment.
As stated heretofore, there are instances when automatically shut-ting down the engine can place the craft in danger of being capsized.
As an alternative to manually switching from engine shut down to visual/audible systems, the engine kill switch can be used in conjunc-tion with computerized sensing devices. The sending devices should track both the degree pitch and duration of time the craft has been pitching. Thus, in the event a signal is broken, the system checks the sensing device. If the pitch is greater than a preset standard and has been continuing for greater than the preset period of time, the system makes the determination not to shut off the engine. By checking both the duration of the pitching, as well as the degree, boat wakes and other short term disturbances, will not eliminate the deactivation of the engine.
The disclosed system can also be modified to serve as antitheft for rental boats, water skis, and other engine powered vehicles. The vehicles would be equipped with a small, single transmitter receiver.
The transmitter would operate as described heretofore, with the addition SUBSTITUTE SHEET (RULE 26) of a programmable time and signal chip. The transmitters would be programmed to transmit a code to the receiver for a predetermined amount of time, for example one and a half hours in the event of an one hour rental. After the predetermined time has run out, the code would cease transmitting, therefore deactivating the engine. A location code would subsequently commence transmission, allowing the owner of the vehicle to locate the missing vehicle. For safety reasons, it is recommended that a warning signal be emitted from the receiver and/or transmitter indicat-ing that the vehicle must be returned. A countdown timer can also be incorporated in the receiver, indicating the time remaining on the ren-tal.
Since other modifications and changes varied to fit particular operating requirements and environments will be apparent to those skilled in the art, the invention is not considered limited to the ex-ample chosen for the purposes of disclosure, and covers all changes and modifications which do not constitute departures from the true spirit and scope of this invention.
SUBSTITUTE SHEET (RULE 26}
The radio controlled engine kill switch system 10 allows the operator and the occupants the freedom to move about the craft while providing the safety and security benefits of an engine kill switch.
Upon boarding nearly any sized power boat, the operator, and all or some designated number of passengers, would attach a small radio transmitter 12 to either their bodies or clothing. Each transmitter 12 transmits its own unique signal which, once activated, is recognized by the receiver 14 mounted within the craft. Activation of the RF signal can be through removal of the transmitter 12 from the receiver 14, an on-off switch, or other means obvious to those skilled in the art. The RF sig-nal can also be continually sent and received, although the drain on the battery is extensive with this method. The receiver 14 is preferably range adjustable and would be set depending upon the size of the craft and the intended use. Therefore, if the passengers were to be fishing, the range would be substantially narrower than if the passengers were water skiing. When the radio transmission from any of the activated transmitters ceases, a switch within the receiver 14 immediately reverses, deactivating the ignition system on the boat engine. With ap-proximately 75% of all boating fatalities being directly related to the operator or an occupant being ejected from their craft, the radio con-trolled engine kill switch 10 becomes a potentially significant safety device in reducing boating fatalities.
The radio transmitter 12 component of the engine kill switch 10 is a weather proof device which would be secured around the neck, wrist, arm, waist or ankle of the occupant of a powered boat. When activated, the transmitter 12 transmits a constant radio signal which is recognized by the receiver 14. Depending upon various factors, such as types of antennas used, the transmitter 12 uses a specific, individual code which falls within a specific frequency.
SUBSTITUTE SHEET (RULE 26) WO 97/39924 ' PCT/US97l06120 In addition to the ability to deactivate the engine, the transmit-ter 12 preferably contains several safety features. Replaceable lithium magnesium dioxide battery or a rechargeable battery such as a NiCad, are . optimal to allow the transmitter 12 to recharge while not in use. A
visible low battery indicator 16 should also be contained in the trans-miner 12 for use with both rechargeable and non-rechargeable batteries.
It is also preferable that the transmitters 12 be designed so that a low battery produces the same result as a dead battery. This will minimize the chances of a battery going dead during use. A manually operated "panic button" 18 installed in each transmitter 12 allows any occupant wearing a transmitter 12 to discontinue their individual transmitter's 12 signal, consequently deactivating the motor. This feature is espe-cially useful in the event a passenger who was not wearing a transmitter 12 was thrown overboard. Thus, any passenger wearing a transmitter 12 can deactivate the boat's ignition using the "panic button" 18 without needing to notify the operator of the boat to manually shut down the en-gine. The panic button 18 can have a cover to avoid inadvertent activa-tion, however, access to the panic button 18 must be rapid and uncompli-cated. A spring loaded, flip up cover would be an example of a simple to use, rapid access, cover.
As stated, each transmitter 12 has a uniquely coded signal with its own ID which is, in turn, recognized by the receiver 14. One of the ways this can be accomplished is by the use of an application specific integrated chip or a microprocessor controller. An example block diagram for both a receiver and transmitter is disclosed herein in Figures 8 and 9. Other methods of recognizing specific ID codes will be known by those versed in the art. By having a uniquely coded signal, each containing its own ID, a large number of transmitters can be operated on a common frequency. The receiver 14 is mounted directly on the boat, proximate the operator, and wired into the engine, replacing, or supplementing, any existing kill switch wiring. The switching device remains closed as long as the constant signals from all of the recog-. nized, activated transmitters 12 are being received. In the event the receiver 14 loses the activated signal of one of the transmitters 12, the switch opens, grounding or discontinuing power to the motor ignition system and killing the engine.
SUBSTITUTE SHEET (RULE 26) WO 97139924 PCTlITS97/06120 As stated, the radio receiver 14 is preferably equipped with the ability to adjust the range of reception between the transmitter. and the receiver. This can be through use of a variable sensitivity receiver controlled by a screw, knob or other device, as known in the art. Alter-natively, the control can be accessible and the adjustment accomplished by the operator of the boat through a range control 20. By providing the accessible range control 20, the operator is free to change the range dependent upon the current use. In the event the receiver 14 is equipped with an accessible range control 20, a time activated default range is preferably built into the receiver 14. In this way, if the operator sets the range for water skiing and forgets to reset the range, the receiver 14 will automatically reset the range to the default set-ting after a predetermined period. The ability to adjust the range is necessary to allow for a single system to be used with most sized crafts .
The electronic circuitry contained in the receiver provides the ability to search and recognize any codes within the specific frequency.
At the time of manufacture, the receiver 14 is programmed with a specific frequency. In one method of recognization, the transmitters 12 are manufactured with each transmitting an individual code within this specific frequency. Only these individual. codes are embedded within the receiver 14 as corresponding codes. The codes can be embedded into the receiver 14 in any number of methods known in the art. The receiver 14 coded in this manner has the ability to recognize only a certain number of codes within the frequency and the transmitters 12 must transmit only the pre-embedded codes. This is not a preferable method in that it limits the number of transmitters which can be recognized by each receiver and requires closer monitoring of the receiver production.
Preferably, the receiver 14 has the capability of recognizing all codes within the frequency and only codes which are programmed into the receiver by transmitters will be active and recognized by the particular receiver. The programming can be "hard", such as switches, "soft", such as light, or other means known, which can transmit information from one source to another. There is an advantage to the receiver recognizing all codes and using soft programming, in that it allows the user to pur-chase additional transmitters, without concern for matching pre-embedded SUBSTITUTE SHEET (RULE 26) WO 9'1139914 PCT/US97/06120 codes to the receiver, and add these transmitters without the expense of an installer. The receiver can be provided with a "program" mode in which it reads the information from the transmitter, thereby activating the code embedded within the receiver at the time of manufacture. Upon identifying the codes being transmitted, the receiver recognizes those codes as active transmitters. All activated transmitter codes are stored and loss of signal from any active code activates the engine kill switch.
The receiver 14 is preferably powered by a rechargeable battery, such as nickel cadmium, nickel metal hydride or lithium. The recharging can be achieved by either voltage conversion from a generator, alter-nator, magneto, magnets, or the like or via photo electric cells. Since all powered boat engines do not have an external power source it is critical that the battery be the energy source powering the receiver.
Within the scope of powered boat application, various types of an-tennas can be used with the receiver 14. The type of antenna being, in some instances, dependent upon the type and size of the boat. Fre-quencies will require coordinating with the type of antenna used, i.e.
loop type antennas may require a lower radio frequency transmission than required by an omnidirectional antenna.
As a further safety feature, a signal/warning strobe 22 is preferably mounted directly on the receiver 14 or, alternatively, OI1 the body of the boat. The strobe 22 serves as a visual reminder and/or warn-ing notice that the kill switch transmitter 12 has been activated. The system is programmable ~o that in very rough seas where a sudden inter-ruption of power could endanger a boat, the system can be set to trigger only the visual and audible systems. Additionally while it would be ob-vious for occupants of the boat if the power was interrupted, the strobe serves to warn people boating or diving off the main craft that a problem has arisen. More irnportant:ly, however, the strobe 22 acts as a beacon to assist occupants thrown averboard to locate their craft at night. The strobe 22 receives power through a self-contained battery 24, rechargeable or standard, and becomes automatically activated by the deactivation of a transmitter 12 signal. A separate ignition switch can SUBSTITUTE SHEET (RULE 26) WO 97139924 PCTli1S97/06120 also be provided to manually activate the strobe 22 while the engine is running. The strobe 22 can also be wired directly into the boat battery or other available power source.
When the transmitted signal from any of the transmitters 12 is broken, the strobe 22 begins to flash simultaneous with, or as an alter-native to the opening of the previously described engine kill switch.
The strobe 22 continues to flash until either the coded signal from the missing transmitter 12 is recognized by the receiver 14 or the strobe 22, and/or entire system 10 is deactivated.
An audio warning 26 can be incorporated for further safety, serv-ing as a notification for all on-board and off-board passengers. The audio warning 26 is activated upon deactivation of the transmitter 12 signal. The audio warning 26 can be any pitch which can be heard over a distance and over the sound of the natural elements. By providing a pitch which will carry over the sounds of the ocean, the audio provides a second means to assist a person thrown overboard to locate the craft.
It is also preferable that the audio warning 26 be intermittent to provide better locating capability.
The strobe 22 and audio warning 26, as well as the engine kill switch system 10, can be manually deactivated, although it is recom-mended that-the deactivation be somewhat complex.
The radio controlled engine kill switch also serves as an an-titheft device. As described herein the receiver will remain closed as long as all transmitter signals are being received. If the operator or an occupant of a powered boat were to voluntarily leave the craft, thereby leaving the predesignated field of the receiver, the switch within the receiver would open and render the boat engine inoperable.
Since breaking the transmitter signal would activate the strobe and audio warning, manual deactivation is recommended prior to use as a an-titheft device.
When the transmitter component 12 is used as an antitheft device, and will therefore be separated from the receiver, the strobe 22 and audio warning 26 should be manually deactivated until the transmitter signal was subsequently received. In the event a transmitter 12 is lost, stolen, or in some matter rendered inoperable, the operator may desire to deactivate the signal warning strobe 22 as a convenience.
SUBSTITUTE SHEET (RULE 26) WO 97/39924 PCTlUS97J06120 Deactivation in any case would become a conscious, manual decision by the operator. The signal warning strobe 22 deactivation is accomplished by entering a deactivation code into the receiver 14. This code would be a series of numbers, letters, symbols, light signals or the like en-tered via keypad, or other input devices 28. By successfully entering the warning strobe 22 deactivation code, only the signal warning strobe 22 would be deactivated. The switch within the receiver 14 will remain open due to the loss of a transmitter signal and the engine would remain inoperable. An automatic reset for the deactivation of the signal warn-ing strobe would take place when the receiver 14 recognizes the transmit-ter 12 signal upon the transmitter's return to the receiver's range.
The audio warning 26 can also be provided with the capability to be deac-tivated in the same manner as the strobe 22 and is preferably deac-tivated simultaneous with the strobe 22.
In the event the operator desires to override the entire radio con-trolled engine kill switch system 10, this would be accomplished in much the same manner as described in the deactivation of the signal warning strobe 22, using a more complicated code. This override procedure would close the engine kill switch allowing the engine to be operated without the kill switch. Deactivation of the engine kill switch would be a to-tally separate operation and should not render the signal warning strobe inoperable. Optimally, for safety, overriding the kill switch system would activate the signal warning strobe 22. Once the entire system is deactivated, deactivation of the signal warning strobe 22 would con-stitute a separate action and be accomplished using the prior described action. As a further safety feature, a "confirmation code" can be re-quired if the engine kill switch system 10 and strobe 22 are deactivated within a certain time period from one another.
In the event a transmitter is lost, broken or otherwise rendered inoperable, the system must be notified that the transmission will no longer be received. This can be accomplished in several ways, the easiest of which is to manually turn off the engine and restart, thereby p rebooting the system. This is only applicable to systems where the transmitters are not in physical contact with the receiver and are manually activated. In systems where the transmitters are tied to storage ports, the system must be notified and ordered to accept the SUBSTITUTE SHEET (RULE 26) transmission loss. This can be accomplished through preset entry codes through the input device. Alternatively, a "dummy" transmitter can be included with each system which transmits a code unilaterally accepted by all receivers and allows for the temporary reactivation of the en-gine.
While in its simplest form a system is comprised of a single trans-mitter for the operator, as disclosed heretofore, the technology allows for a substantial number of transmitters to be used with a single receiver. The storage, activation and deactivation of the transmitters will vary dependent upon the size of the application, cost of manufac-ture and preferences of the end user. In the specific instance of a moderate craft system with approximately ten transmitters, the transmit-ters can be stored directly into the body of the receiver 14, as il-lustrated in Figures 1 and 2. Upon inserting the transmitter 12 into a storage port on the receiver 14 deactivation of the transmitted signal would occur. The transmitter 12 can be linked to the storage ports in either of two methods. In the first method, each storage port can be linked to a specific transmitter 12, requiring that the transmitter 12 must be placed on its respective storage port in order to deactivate the signal. This provides the advantage that the names of the users can be placed above the storage port and a transmitter 12 identified with a specific user. Indicator lights 30 can be used to indicate which of the transmitters 12 has activated the kill switch system 10. Alternatively, any transmitter 12 can be placed on any storage port, thereby deactivat-ing the signal. Although this does not provide for the safety feature of knowing the identity of the party carrying each transmitter 12, it does make activation and deactivation simpler. The advantages of each system would be dependent upon the end use. The storage ports can con-tain a magnetic sensitive reed switch 56, or other means known in the art. When any transmitter is removed from the storage port, the trans-mitter signal would be automatically activated and recognized by the receiver 14 as an active transmitter 12.
Figure 2 illustrates an alternate design and incorporates a locat-ing device 58 within the kill switch system 50. The locating device 58, is incorporated in the receiver 52, and can be automatically activated upon deactivation of the transmitter 54 signal, The locating device 58 SUBSTITUTE SHEET (RULE 26) uses standard locating technology which preferably has been wired to be-come activated when the transmitter 54 signal is broken. By the nature of this device it becomes a locator for the person, or persons, that have broken transmission contact with the receiver 52. A simple direc-tional antenna, tuned to the frequency of the transmitter 54 being worn by the lost party, can easily locate that party. For example, in the event the operator or a passenger wearing a transmitter 54 was separated in violent seas from the craft, the engine kill switch would immediately shut down the engine and/or activate the visual and audible warning sys-tems depending on programming. If the engine was deactivated, due to drift, wind, fog or other conditions, the separated party may be unable to be reunited with the craft. A search party, using a directional an-tenna, would be able to locate the transmission signal and consequently the lost party. The use of a single frequency provides an advantage by narrowing the scope of the search to the used frequency. Additionally, a single, consistent frequency make:; it easier for other parties, such as the coast guard or Global Positioning Systems, to monitor for lost boaters. In the example of a cruise: ship, it is entirely possible that a child left at port could be located with a directional antenna. Global positioning systems are decreasing in size, as well as becoming more financially affordable and can be easily incorporated within the dis-closed system.
When larger numbers of transmitters are involved, as illustrated in Figure 3, the transmitters 104 can be stored on a holding bar 102 wired to the receiver 108. The holding bar 102 can be proximate the receiver 108 or in an accessible location a distance from the receiver 108. The receiver 108 can be provided with a viewer 110, such as a LED, which will display the code of any transmitter 104 which has broken its signal with the receiver 108. On large ships, such as cruise or navy craft, the name of the person using each transmitter can be logged into the receiver 108 or tied into the ship's computer, representing a sig-nificant safety factor in the event a child fell overboard or was ac-cidentally left at a port stop. In the event a transmission is broken, not only would the usual alarms be activated, but the identification of the person would be known. The loss of a transmitter signal would give an audible and/or visual signal in t:he control room and allow for ap-SUBSTITUTE Sf-IEET (fiULE 26) propriate action to be taken. The operator would know immediately, through the computer, all pertinent information concerning the wearer of the disconnected transmitter and expediting location of the user. This type of system would also possibly reduce the liability to the operator.
This can also be helpful if it is known in advance that the person will not be in range and that the transmission will be broken, allowing the system 100 to be reset. Alternatively, the receiver 108 can be provided with the capabilities to override the alarm for any one transmitter 104 for a set period of time, reactivating at the expiration of the set period. This system can be advantageous with scuba divers wherein the transmitter 104 can be overridden for the period of time slightly less than the air supply in the tanks.
Figure 4 illustrates an alternate engine kill switch system 200 wherein the receiver 202 and the transmitters 204 are not in physical contact during storage. Therefore the initial activation and subsequent deactivation must be through means other than removal of the transmitter 204 from the receiver 202. The transmitters 204 are picked up from the storage location and activated either at the storage location or taken to the receiver 202 for activation. Preferably, each transmitter 204 has its own activation light 206 on the receiver 202 to indicate that the transmitter 204 has been activated. Activation of the transmitters 204 can be through numerous methods, such as bar codes or magnetic readers. The emergency cut-off, or panic button, can also be used to activate the transmitter, although the method of activation must be com-pletely different from the operation of the panic button. For example, the panic button would be pulled out and twisted to initiate transmitter activation. In instances where the users are consistent for long periods, such as a naval vessel, the transmitters 204 can be tied to a particular person upon each activation. This can be done through manual entry upon the time of activation or in combination with other iden-tification methods which are currently being used in the particular ap-plication. In this embodiment, the indicator lights 206 can be a LED
type, thereby providing a name, or other personal identification, upon activation of the transmitter 204.
SUBSTITUTE SHEET (RULE 26) WO 97/39924 ' ' PCT/US97/06120 A single user unit 300 is illustrated in Figure 5 with the trans-mitter 308 attached to the receiver 302 for storage and/or recharging.
In the embodiment illustrated, the front plate 318 has a larger perimeter than the round insert 304. The use of this configuration al-lows an easy-to-cut hole to be drilled into the mounting area, electri-cal connections made, and the unit 300 secured through use of screws or other means known in the art. Once mounted the front plate 318 covers the hole cut to receive the insert 304, providing a quick and easy in-stallation. It should be noted, however, that the illustrated configura-tion is an example and other configurations can be used for both the front plate and insert.
As stated heretofore, the transmitter 308 continually sends the specific code to the receiver 302 until the signal is broken, as for ex-ample by distance or water. Although the distance between a boat and user would not be as critical prior to the signal being broken, in an overboard situation immediate reaction is required. For this reason, a water sensor 312 is used to immediately break the signal and initiate the engine shut down. As can be seen in the flow chart of Figure 7, once water is detected by the water sensor 3I2, the transmitter 308 is turned off, and waits in an idle mode until the transmitter 308 is taken out of the water. Various methods can be used to reactivate the trans-mitter 308 once it is removed from the water, including adding a reac-tivation switch, including the reactivation in the circuitry, requiring reattachment to the receiver 302, or in the simplest form simply removal from the water. These, and other methods, will be apparent to those skilled in the art.
The attachment method of the transmitter 308 can be through use of any of several methods, or combinations thereof, known in the art, such as magnets, snap-on clips or a bottom indent. Due to the corrosive na-ture of salt water, it is preferable that the attachment method be easy to maintain. The transmitter 308 operates on batteries which are placed in the battery receiving area 320. As stated, the batteries are preferably rechargeable and are recharged directly from the receiver 302 in any of the various manners known in the art. The battery receiving area 320 is protected from the elements by closure cap 314. The closure cap 314 also allows for access to the code set panel 322 which contains SUBSTITUTE SHEEP (RULE 26)-any of the switches necessary to synchronize the signal with the receiver 302 or make any other manual circuitry changes necessary based on the electronics utilized.
Both the receiver 302 and the transmitter 308 preferably contain visual or audio means to determine their current status. As an example the illustrated unit 300, both the receiver 302 and transmitter 308 con-tain lights 306 and 310 respectively. In the example used in Figures 5 - 9, the lights 306 and 310 are both green when the transmitter 308 is attached to the receiver 302 to indicate that the transmitter 308 is charging. Once the transmitter 308 is removed from the receiver 302, the lights 306 and 310 turn red to verify that the link between the transmitter 308 and receiver 302 is in existence. The affronted low bat-tery indicator can also be incorporated into the transmitter light 310 using a flashing mode to indicate the need to recharge. The transmitter's 308 low battery status can also be indicated on the receiver light 306 and would be activated by a weak signal. An audio signal can also be incorporated in the transmitter, similar to those used in pagers, to indicate a low battery.
The receiver 302 is armed or disarmed through use of a key switch 316. This also allows the system to be reset when needed. The key switch 316 can be provided with positions to arm, reset or disarm the system, thereby providing more alternatives for the user than simple on/off modes.
Figures 6 and 7 provide example control flowcharts for the receiver 302 and transmitter 308 of Figure 5. The block diagrams of the example transmitter and receiver are illustrated in Figures 8 and 9. As can be seen from Figure 6, once activated the receiver continually verifies that a code is being received, checking the code against the known address of the "partnered" transmitter. If the received code ad-dress matches the known code address, the receiver proceeds to cycle through the process. If, however, the code is not received, or an incor-rect address is received, the system disables the motor. Various checks and balances, examples of which are illustrated in the flow chart 600, should be incorporated to prevent false shut downs. The transmitter 308, as charted in flow chart 610 continues in a stand-by mode until detached from the receiver. Once the transmitter is detached from the SUBSTITUTE SHEET RULE 26~
receiver, the transmitter circuitry adds the transmission loop, con-tinually checking for the presence of water. If water is not detected, the system continues to loop. When water is detected, the system turns off the transmitter and enters a sub-loop continually checking for the presence of water. Once the transmitter is out of the water, the main loop is re-entered and the system proceeds transmitting. The basic ele-ments of the receiver and transmitter are illustrated in the block diagrams 620 and 640.
The activation of the transmitter at the time of use can be incor-porated with any of the foregoing embodiments. In the embodiments wherein the transmitter is activated by means other than removal from the receiver, a shut down mode must be provided. This can be ac-complished through manual entry, repeating the initial activation step, turning off the engine or a combination thereof. Optionally more than one action can be required to shut down the transmitters in order to prevent inadvertent transmitter shut: down. Additionally, any of the described features, such as audio alarm, locator, etc., can be utilized with any embodiment, whether or not it was described or shown in conjunc-tion with the embodiment.
As stated heretofore, there are instances when automatically shut-ting down the engine can place the craft in danger of being capsized.
As an alternative to manually switching from engine shut down to visual/audible systems, the engine kill switch can be used in conjunc-tion with computerized sensing devices. The sending devices should track both the degree pitch and duration of time the craft has been pitching. Thus, in the event a signal is broken, the system checks the sensing device. If the pitch is greater than a preset standard and has been continuing for greater than the preset period of time, the system makes the determination not to shut off the engine. By checking both the duration of the pitching, as well as the degree, boat wakes and other short term disturbances, will not eliminate the deactivation of the engine.
The disclosed system can also be modified to serve as antitheft for rental boats, water skis, and other engine powered vehicles. The vehicles would be equipped with a small, single transmitter receiver.
The transmitter would operate as described heretofore, with the addition SUBSTITUTE SHEET (RULE 26) of a programmable time and signal chip. The transmitters would be programmed to transmit a code to the receiver for a predetermined amount of time, for example one and a half hours in the event of an one hour rental. After the predetermined time has run out, the code would cease transmitting, therefore deactivating the engine. A location code would subsequently commence transmission, allowing the owner of the vehicle to locate the missing vehicle. For safety reasons, it is recommended that a warning signal be emitted from the receiver and/or transmitter indicat-ing that the vehicle must be returned. A countdown timer can also be incorporated in the receiver, indicating the time remaining on the ren-tal.
Since other modifications and changes varied to fit particular operating requirements and environments will be apparent to those skilled in the art, the invention is not considered limited to the ex-ample chosen for the purposes of disclosure, and covers all changes and modifications which do not constitute departures from the true spirit and scope of this invention.
SUBSTITUTE SHEET (RULE 26}
Claims (17)
1. An engine deactivation system for use with user operated water vehicles, said system having:
at least one waterproof transmitter, each of said at least one transmitter being a portable device transmitting a constant individually identifiable signal powered by an independent power supply;
a receiver, said receiver receiving and recognizing said individually identifiable signal from each of said at least one transmitter, said receiver having cut-off means, said cut-off means being connected to an engine and having a run mode and a deactivation mode, said deactivation mode shutting down said engine; and an antenna, said antenna transmitting said signal between said transmitter and said receiver, characterized by:
water sensor means within said transmitter said water sensor means halting transmission of said signal from said transmitter to said receiver upon submersion in water, said signal being water sensitive and blocked from said receiver when said transmitter enters the water;
page 18 distance control back up means, said distance control back up means varying the signal recognition threshold between said transmitter and said receiver, immediately activating said deactivation mode upon separation of said transmitter and said receiver beyond a predetermined distance;
manual reset means, said manual reset means over riding said receiver cut-off means to manually place said cut-off means in said run mode or said deactivation mode;
wherein receipt of said signal by said receiver maintains said cut-off means in a run mode and interruption of said constant signal from one of said at least one transmitter immediately activates said deactivation mode, thereby requiring reactivation of said vehicle by reinstating transmission of said signal to place said cut-off means in said run mode or over riding said cut-off means with said manual reset means.
at least one waterproof transmitter, each of said at least one transmitter being a portable device transmitting a constant individually identifiable signal powered by an independent power supply;
a receiver, said receiver receiving and recognizing said individually identifiable signal from each of said at least one transmitter, said receiver having cut-off means, said cut-off means being connected to an engine and having a run mode and a deactivation mode, said deactivation mode shutting down said engine; and an antenna, said antenna transmitting said signal between said transmitter and said receiver, characterized by:
water sensor means within said transmitter said water sensor means halting transmission of said signal from said transmitter to said receiver upon submersion in water, said signal being water sensitive and blocked from said receiver when said transmitter enters the water;
page 18 distance control back up means, said distance control back up means varying the signal recognition threshold between said transmitter and said receiver, immediately activating said deactivation mode upon separation of said transmitter and said receiver beyond a predetermined distance;
manual reset means, said manual reset means over riding said receiver cut-off means to manually place said cut-off means in said run mode or said deactivation mode;
wherein receipt of said signal by said receiver maintains said cut-off means in a run mode and interruption of said constant signal from one of said at least one transmitter immediately activates said deactivation mode, thereby requiring reactivation of said vehicle by reinstating transmission of said signal to place said cut-off means in said run mode or over riding said cut-off means with said manual reset means.
2. The engine deactivation system of claim 1 further comprising on-off means, said on-off means deactivating said receiver.
3. The engine deactivation system of claim 1 wherein said transmitter is in a position proximate said receiver when not in use, wherein said proximate position provides recharging of said power supply.
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4. The engine deactivation system of claim 3 wherein said transmitter begins transmitting said signal upon separation of said transmitter from said receiver and ceases transmission when proximate said receiver whereby said receiver's acknowledging said transmitter s proximity maintains said cut-off means in said run mode.
5. The engine deactivation system of claim 1 wherein said transmitter further comprises an on/off means.
6. The engine deactivation system of claim 1 further comprising at least two indicator lights, said indicator lights designating the power status of said transmitter and said receiver.
7. The engine deactivation system of claim 8 wherein said indicator lights designate the power level of said independent power supply within said transmitter.
8. The engine deactivation system of claim 7 wherein said indicator lights are color coded to designate at least one of recharging, transmitting or low battery status check.
9. The engine deactivation system of claim 1 wherein said receiver has coding means, said coding means taking said individually identifiable signal from each of page 20 said at least one transmitter and coding said receiver to recognize each of said individually identifiable signals.
10. The engine deactivation system of claim 1 further comprising data processing means, said data processing means receiving data identifying said individual signal from each of said at least one transmitter said receiver confirming each of said at least one transmitter is in communication with said receiver, integrating data received from said individual signal into a database and displaying said integrated data.
11. The engine deactivation system of claim 1 further comprising direct over ride means within said receiver, said direct over ride means enabling said vehicle to remain in said run mode without activating said transmitter to re-transmit said signal.
12. The engine deactivation system of claim 1 further comprising water resistant audio alarm means, said audio alarm means having a pitch capable of being heard over ocean waves and ambient sound and being activated upon deactivation of said transmitter signal.
13. The engine deactivation system of claim 1 further comprising waterproof visual alarm means, said visual alarm means having a sufficient intensity to be seen long page 21 distances in inclement weather and being activated upon deactivation of said transmitter signal.
14. The engine deactivation system of claim 1 further comprising an emergency cut-off means within each of said at least one transmitter, manual activation of said emergency cut-off means breaking transmission of said signal, thereby placing said cut-off means in said deactivation mode.
15. The engine deactivation system of claim 13 further comprising protection means, said protection means preventing said emergency cut-off means from being inadvertently activated.
16. The method of disabling an engine by the elimination of an individually recognized signal using a device having:
at least one waterproof transmitter, each of said at least one waterproof transmitter being a portable device transmitting a constant individually identifiable signal powered by an independent power supply, said signal having a low transmission through water;
at least one indicator light, said indicator light designating the power status of said transmitter;
page 22 a receiver, said receiver receiving and recognizing said identifiable signal from each of said transmitters, said receiver having cut-off means, said cut-off means being connected to an engine and having a run mode and a deactivation mode, said deactivation mode shutting down said engine;
on-off means, said on-off means deactivating said receiver;
at least one indicator light, said indicator light designating the power status of said receiver;
manual reset means, said manual reset means over riding said receiver cut-off means to manually place said cut-off means in said run mode or in said deactivation mode;
an antenna, said antenna transmitting said signal between said transmitter and said receiver, characterized by the steps of:
a) activating said receiver through said on-off means;
b) verifying the power status of said transmitter;
page 23 c) setting distance control means, said distance control means varying the maximum transmission distance between said transmitter and said receiver;
d) placing said cut-off means in said deactivation mode;
e) attaching said transmitter to a user;
f) verifying that said receiver is receiving said individually identifiable signal;
g) deactivating said transmitter when said transmitter senses the presence of water and reactivating said transmitter when said transmitter does not sense the presence of water, wherein receipt of said signal by said receiver maintains said cut-off means in a run mode and interruption of said constant signal from any one of said at least one transmitter, immediately activates said deactivation mode, thereby requiring reactivation of said vehicle by reinstating transmission of said signal to place said cut-off means in said run mode or over riding said cut-off means with said manual reset means.
page 24
at least one waterproof transmitter, each of said at least one waterproof transmitter being a portable device transmitting a constant individually identifiable signal powered by an independent power supply, said signal having a low transmission through water;
at least one indicator light, said indicator light designating the power status of said transmitter;
page 22 a receiver, said receiver receiving and recognizing said identifiable signal from each of said transmitters, said receiver having cut-off means, said cut-off means being connected to an engine and having a run mode and a deactivation mode, said deactivation mode shutting down said engine;
on-off means, said on-off means deactivating said receiver;
at least one indicator light, said indicator light designating the power status of said receiver;
manual reset means, said manual reset means over riding said receiver cut-off means to manually place said cut-off means in said run mode or in said deactivation mode;
an antenna, said antenna transmitting said signal between said transmitter and said receiver, characterized by the steps of:
a) activating said receiver through said on-off means;
b) verifying the power status of said transmitter;
page 23 c) setting distance control means, said distance control means varying the maximum transmission distance between said transmitter and said receiver;
d) placing said cut-off means in said deactivation mode;
e) attaching said transmitter to a user;
f) verifying that said receiver is receiving said individually identifiable signal;
g) deactivating said transmitter when said transmitter senses the presence of water and reactivating said transmitter when said transmitter does not sense the presence of water, wherein receipt of said signal by said receiver maintains said cut-off means in a run mode and interruption of said constant signal from any one of said at least one transmitter, immediately activates said deactivation mode, thereby requiring reactivation of said vehicle by reinstating transmission of said signal to place said cut-off means in said run mode or over riding said cut-off means with said manual reset means.
page 24
17. A signal transmission device having:
at least one waterproof transmitter, each of said at least one transmitters being a portable device transmitting a constant individually identifiable signal powered by an independent power supply, said signal having a low transmission through water; on/off means, said on/off means controlling said independent power supply;
a waterproof receiver, said receiver receiving and recognizing said identifiable signal from each of said transmitters, and having:
cut-off means, said cut-off means being connected to an engine and having a run mode and a deactivation mode, said deactivation mode deactivating said engine;
on-off means, said on-off means deactivating said receiver;
coding means, said coding means taking said individually identifiable signal from each of said at least one transmitter and coding said receiver to recognize said signal;
over ride means, said over ride means allowing said cut-off means to be in said run mode without receiving said signal;
page 25 at least one indicator light, said indicator light designating the power status of said receiver and said at least one transmitter, said at least one indicator light being color coded to designate at least one of recharging, transmitting or low battery status checks;
distance control means, said distance control means varying the maximum transmission distance between said transmitter and said receiver;
audio alarm means, said audio alarm means being activated by said deactivation mode;
visual alarm means, said visual alarm means being activated by said deactivation mode;
an antenna, said antenna transmitting said signal between said transmitter and said receiver, said transmitter being proximate said receiver when not in use, and initiating transmission of said signal upon separation of said transmitter from said receiver and ceasing transmission when proximate said receiver, wherein receipt of said signal from all separated transmitters by said receiver maintains said cut-off means in a run mode and interruption of said constant page 26 signal by said transmitter entering the water, or being taken beyond transmission range, from any one of said transmitters initiates said deactivation mode, and either reinstatement of transmission of said signal or activation of said over ride means places said cut-off means in said run mode.
at least one waterproof transmitter, each of said at least one transmitters being a portable device transmitting a constant individually identifiable signal powered by an independent power supply, said signal having a low transmission through water; on/off means, said on/off means controlling said independent power supply;
a waterproof receiver, said receiver receiving and recognizing said identifiable signal from each of said transmitters, and having:
cut-off means, said cut-off means being connected to an engine and having a run mode and a deactivation mode, said deactivation mode deactivating said engine;
on-off means, said on-off means deactivating said receiver;
coding means, said coding means taking said individually identifiable signal from each of said at least one transmitter and coding said receiver to recognize said signal;
over ride means, said over ride means allowing said cut-off means to be in said run mode without receiving said signal;
page 25 at least one indicator light, said indicator light designating the power status of said receiver and said at least one transmitter, said at least one indicator light being color coded to designate at least one of recharging, transmitting or low battery status checks;
distance control means, said distance control means varying the maximum transmission distance between said transmitter and said receiver;
audio alarm means, said audio alarm means being activated by said deactivation mode;
visual alarm means, said visual alarm means being activated by said deactivation mode;
an antenna, said antenna transmitting said signal between said transmitter and said receiver, said transmitter being proximate said receiver when not in use, and initiating transmission of said signal upon separation of said transmitter from said receiver and ceasing transmission when proximate said receiver, wherein receipt of said signal from all separated transmitters by said receiver maintains said cut-off means in a run mode and interruption of said constant page 26 signal by said transmitter entering the water, or being taken beyond transmission range, from any one of said transmitters initiates said deactivation mode, and either reinstatement of transmission of said signal or activation of said over ride means places said cut-off means in said run mode.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US1626096P | 1996-04-24 | 1996-04-24 | |
| US60/016,260 | 1996-04-24 | ||
| PCT/US1997/006120 WO1997039924A1 (en) | 1996-04-24 | 1997-04-24 | Radio controlled engine kill switch |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2252632A1 CA2252632A1 (en) | 1997-10-30 |
| CA2252632C true CA2252632C (en) | 2005-12-13 |
Family
ID=35517991
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002252632A Expired - Fee Related CA2252632C (en) | 1996-04-24 | 1997-04-24 | Radio controlled engine kill switch |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2252632C (en) |
-
1997
- 1997-04-24 CA CA002252632A patent/CA2252632C/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| CA2252632A1 (en) | 1997-10-30 |
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| Date | Code | Title | Description |
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| EEER | Examination request | ||
| MKLA | Lapsed |