Emergency forced idle device

Abstract

The Emergency Forced Idle Device aka EFID is a device configured to make an automotive engine idle and the brakes to work normally completely ignoring the accelerator's request for more power, although the driver is inadvertently applying both the brake and the accelerator pedals at the same time.

Claims

1. An emergency forced idle device for use with an automobile for improving safety, the automobile including an engine: an induction manifold; an accelerator pedal; a brake pedal for actuating the brakes, the emergency forced idle device comprising: an ECU (57) and circuitry, wherein the circuitry includes a vacuum switch (54), a throttle position shuttle relay (40), a first throttle position sensor (55) and a second throttle position sensor (55A) with a preset fixed idle voltage, wherein the ECU (57) and circuitry control the engine to idle and the brakes to continue working normally, when both the brake and the accelerator pedal are being pressed at the same time by increasing the intake manifold vacuum by actuating the vacuum switch (54), at the same time the activation of the throttle position shuttle relay (40) stops the ECU (57) from monitoring the throttle position sensor (55), but sends the preset idle voltage exiting the second throttle position sensor (55A) to the ECU (57).

2. An emergency forced idle device for use with an automobile for improving safety, the automobile including an engine: an induction manifold; an accelerator pedal; a brake pedal for actuating the brakes, the emergency forced idle device comprising: an ECU (57) and circuitry, wherein the circuitry includes a vacuum switch (54), a throttle position shuttle relay (40), a throttle position sensor (55) and an preset fixed idle voltage, wherein the ECU (57) and circuitry control the engine to idle and the brakes to continue working normally, when both the brake and the accelerator pedal are being pressed at the same time by increasing the intake manifold vacuum by actuating the vacuum switch (54), at the same time the actuation of the throttle position shuttle relay (40) stops the ECU (57) from monitoring the throttle position sensor (55), but instead forces the ECU (57) to monitor the available preset fixed idle voltage.

Description

DESCRIPTION OF THE DRAWINGS

(1) These features and advantages of the invention will become better understood and appreciated by reference to the following detailed descriptions.

(2) FIG. 1 is a slightly elevated and angled frontal view of the EFID 25 depicting the normal operating position of the plate 22 wide open within the body 36, the vacuum chamber 12 and the actuator rod 14 is fully extended.

(3) FIG. 2 is a frontal view of the EFID 25 showing the triggered position of the plate 22 which is almost closed just leaving enough room at the top and the bottom between the body 36 and the plate 22 for the idle air 64. The rod 14 has retracted into the vacuum chamber 12 with the adjustment threads 24 exposed lifting one end of the lever 34 whose other end is fixed to the shaft 16 which is also fixed to the plate 22 causing a partial rotation of the shaft 16 and the plate 22 by a little less than 90 degrees, the shaft 16 rotates within two fulcrum air tight holes 35 precision drilled 180 degrees apart within the body 36.

(4) FIG. 3 is a side view of the EFID 25 showing the shaft lever 34 the body 36 and the jam nut 32. An internal view into the chamber 12 shows the tension return spring 13 that returns the retractor rod 14, the rod socket connector 15 and the lever 34 back to the normal operating position when only one pedal or no pedal is depressed.

(5) FIG. 4 is a cut away view of the vacuum chamber 12 showing the tension return spring 13 and the diaphragm 17.

(6) FIG. 5 is a schematic that shows the normal operation where neither the vacuum switch 54 nor the throttle position shuttle relay 40 are triggered. The ECU 57 reads the value of the throttle position switch 55 via the terminals 87A and 30 of the throttle position shuttle relay 40, the vacuum chamber 12 is vented to the atmosphere via the ports 26, 54B and 54C.

(7) FIG. 6 is a schematic that shows when the brake light switch 51 is activated causing the brake light 53 to be illuminated. When the brake light switch 51 and the accelerator proximity switch 52 are triggered at the same time (foot depressing both the brake and the accelerator) both the vacuum switch 54 and the throttle position shuttle relay 40 are triggered. The vacuum switch 54 causes the vacuum to travel from the port 54A through the port 54B to the port 26 of the vacuum chamber 12 causing the plate to almost close just leaving small openings for the entry of the idle air 64. The triggered throttle position shuttle relay 40 causes an open circuit between the terminal 87A and the terminal 30 preventing the ECU 57 from monitoring the wayward throttle position switch 55 but instead monitors the throttle position switch 55A which is fixed at the idle end of the scale.

(8) FIG. 7 is a view of the vacuum switch 54 in an un-triggered state allowing the vacuum chamber 12 to be vented to the atmosphere 54F via: the port 26, the connected vacuum line to the ports 54B, 54C and 54D respectively, which are all internally connected.

(9) FIG. 8 is a view of the vacuum switch 54 in a triggered state where the vacuum travels from the port 54A through the port 54B, the port 54C is now closed.

(10) FIG. 9 is a layout of components in the induction tract.

(11) FIG. 10 is a possible alternative way of constructing the plate 22 with a hole 91 and a serration 92.

(12) FIG. 11 is an alternative way of constructing the body 36 incorporating a bypass hole 90 to facilitate the engine idle when the solid plate 22 is completely closed.

REFERENCE NUMBERS IN THE DRAWINGS

(13) 12 vacuum actuator chamber 13 tension return spring 14 vacuum actuator rod 15 rod socket connector 16 shaft 17 diaphragm 22 plate 24 rod adjuster 26 vacuum actuator port 30 relay terminal 31 lever post ball connector 32 adjuster jam nut 34 shaft lever 35 fulcrum Holes 36 EFID Body 37 bracket 40 throttle position shuttle relay 51 brake light switch 52 accelerator proximity switch 53 brake light 54 vacuum control switch (Dorman 911-604 15415242) 54A vacuum port 54B vacuum port 54C vacuum port to muffler 54D muffler to atmosphere 54E 12 volt receptacle 54F atmosphere 55 throttle position switch 55A throttle position switch (ISUMO 17106681 GEGT7610-138) 56 throttle body 57 fuel injection computer (ECU) 58 air mass sensor 61 air cleaner 62 fuel injector 63 spark plug 64 idle air 85 ground terminal of relay 86 trigger terminal of relay 87 relay terminal 87A relay terminal. 25 EFID Device 89 idle air bypass adjustment screw 90 idle air passageway 91 hole 92 serration 93 5 volt reference 94 ground for reference voltage within the ECU 95 TPS input to the ECU

DETAILED DESCRIPTION OF INVENTION

(14) A driver wearing a pair of work boots pulls his car into a parking spot in a parking garage. He applies the brakes, his car is equipped with the EFID, his right boot accidentally overlaps and presses down both the brake and the accelerator pedals at the same time. Instantly 12 volts travels from the brake light switch 51 to and through the closed proximity accelerator switch 52 it then triggers the grounded vacuum switch 54 allowing the engine vacuum to go from the port 54A through the port 54B to the port 26 via attached vacuum line activating the vacuum chamber 12 pulling up: the rod 14, the rod socket connector 15, the lever ball post 31 and one end of the attached lever 34 the other end of which is attached to the shaft 16 which is fulcrumed by two holes 35 machined 180 degrees apart within the body 36 and rotating the attached shaft 16 and the plate 22 by a little less than 90 degrees only leaving small spaces at both extremities to allow in enough air 64 to support idle (vide FIG. 2). The low volume air flow is sensed by the air mass sensor 58 which retards the ignition timing, at the same time the grounded throttle position shuttle relay 40 is triggered causing an open circuit between terminals 87A and terminal 30 and at the same time connecting terminal 87 to terminal 30 making the ECU agnostic of the wayward throttle switch 55, but now monitors the throttle position switch 55A which was already preset and fixed to the low end of the scale to predicate engine idle. The net effect is, although the brake and the accelerator are depressed the engine does not respond but completely ignores the wayward accelerator pedal and the brakes work normally, the engine is put in a state of forced idle.

(15) The release of either or both pedals accomplish two things: First, it de-activates the vacuum solenoid switch 54 closing port 54A cutting off the vacuum source and opening ports 54B and 54C allowing the vacuum chamber 12 to be vented to the atmosphere via the ports 26, 54B, 54C and 54D, the tension spring 13 returns the plate 22 to the wide open position; Second, it de-activates throttle position shuttle relay 40 disconnecting terminals 87 from 30 and connects terminals 87A to 30 putting throttle position switch 55 back in service and returning the engine back to normalcy.

(16) The EFID is necessary on all vehicles especially:

(17) (1) Vehicles driven by senior citizens.

(18) (2) Vehicles used for public transportation.

(19) (3) Vehicles used by the disabled.

(20) (4) vehicles used by driving schools.

(21) (5) Vehicles operated by newly licensed drivers.

(22) (6) Vehicles with a history of mysteriously speeding out of control during braking.

Variations of EFID Design

(23) Another embodiment would be to machine a hole or many holes in the plate 22 or have a serration or many serrations on the edge of the plate 22 or a combination of both, in such a way that, the total accumulated area of the openings is adequate to allow the correct amount of the air 64 necessary to support the engine to idle, with this embodiment, the plate 22 would close completely (vide FIG. 10).

(24) Another embodiment would be to close the plate 22 completely and have a bypass hole 90 tunneled in the body 36 with an air adjustment screw 89 in such a way that the engine idle will be supported when the plate 22 closes. (vide FIG. 11). There is the option to use 12 or 24 volt solenoid to activate the lever 34. Air pressure could also be used to activate the lever 34 in the case of a vehicle that uses air brakes.

(25) The EFID 25 could be placed anywhere within the induction tract. It could even be incorporated with either the air mass housing 58 or the throttle body housing 56.