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&#39;s request for more power, although the driver is inadvertently applying both the brake and the accelerator pedals at the same time.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims a benefit to provisional patent application Ser. No. 62/388,816 Filed Feb. 8, 2016 confirmation #5485 
    
    
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
     Not Applicable 
     MICROFICHE APPENDIX 
     Not Applicable 
     BACKGROUND OF INVENTION 
     Field of the Invention 
     The effects of the automobile on everyday life is controversial. The great revolution of mobility and convenience brought about by the mass production of cars here and abroad has made it possible for huge swaths of the population of overcrowded cities to relocate to the suburbs. It has also led to the construction of thousands of miles of new roads, highways, throughways, tunnels and bridges. 
     With this expansion comes the safety issues. Every year thousands of people are hurt maimed and killed as a result of automobile accidents. To cope with this negative aspect of a motorized society certain safety devices over the years were invented and installed on cars trucks and busses, such as hard iron bumpers; horns; electric trafficators; bias ply tires. These safety devices have evolved into: the modern energy adsorbing honeycomb bumpers; turn signals; radial ply tires; collapsible steering shafts; ABS brakes; traction control; seat belts and air bags. 
     However, over the past decade it is becoming more evident that there is still an area of safety that has not been addressed. The reason could be that the problem is not often reported or is not recognized or is simply repudiated by the car manufacturers who are not certain of the ideal positioning of the brake and accelerator pedals. These pedals are spaced very close together; maybe the auto manufacturers do not want the driver&#39;s right shoe to become trapped beneath the brake pedal in an emergency. 
     Lately there have been reports of accidents due to: “driver error”: “un-intended acceleration during braking”: “errant panic circuitry”; the list goes on. Many of these accidents are the result of the driver&#39;s right shoe inadvertently overlapping and applying both the brake and the accelerator pedals at the same time, the startled driver applies more pressure on both pedals (without realizing it) resulting in a crash. 
     Recent news reports of two separate incidents of cars suddenly speeding up and crashing through walls of parking garages then falling several floors onto the sidewalk below, leaving the police baffled as to the cause, make it evident that more safety devices are required on our automobiles. 
     This new embodiment could be the solution because it sits there quietly in the engine bay and whenever the driver for whatever reason depresses both pedals (brake and accelerator) at the same time it forces the engine into idle and allows the brakes to work normally without fighting an accelerating engine. It may seem strange, farfetched or very improbable that a seasoned driver could be applying the brakes and gas at the same time without realizing it but, I had personal experience and switching off the ignition was the way I avoided a major accident. 
     Related Art 
     The use of the automobile within the modern society has become a necessity. In order to keep it safe certain devices now the related art have been invented and installed over the years. The Emergency Forced Idle Device acronym EFID is now about to enter the arsenal of safety devices to protect motorists, vehicle occupants, pedestrians and property. It is designed to prevent the accident from occurring rather than protection after impact as in the case of seat belts. 
     Prior Art 
     It is very unfortunate but it was not possible to find any kind of automotive component that performs any function similar to the EFID device, either in a written report, advertisement or online or in my 34 year career as a ASE certified technician. I have never seen any device designed to perform in this way. A throttle body has similarities but performs a different function. In my view it is the first time that this device is being introduced into this arena. It is unique and will save many lives and is long overdue. 
     SUMMARY OF THE INVENTION 
     The subject invention is a method and device that actually thinks for the driver, it sits there quietly waiting. The moment the driver inadvertently applies both pedals (brake and accelerator simultaneously), it is activated blocking off most of the induction air, just leaving the correct amount necessary to support engine idle. Sensing the low volume of air flow, the air mass sensor retards the ignition timing: at the same time the computer is instructed to deliver the correct amount of fuel necessary to support idle by the Throttle position switch  55 A 
    
    
     
       DESCRIPTION OF THE DRAWINGS 
       These features and advantages of the invention will become better understood and appreciated by reference to the following detailed descriptions. 
         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. 
         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 . 
         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. 
         FIG. 4  is a cut away view of the vacuum chamber  12  showing the tension return spring  13  and the diaphragm  17 . 
         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  87 A and  30  of the throttle position shuttle relay  40 , the vacuum chamber  12  is vented to the atmosphere via the ports  26 ,  54 B and  54 C. 
         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  54 A through the port  54 B 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  87 A and the terminal  30  preventing the ECU  57  from monitoring the wayward throttle position switch  55  but instead monitors the throttle position switch  55 A which is fixed at the idle end of the scale. 
         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  54 F via: the port  26 , the connected vacuum line to the ports  54 B,  54 C and  54 D respectively, which are all internally connected. 
         FIG. 8  is a view of the vacuum switch  54  in a triggered state where the vacuum travels from the port  54 A through the port  54 B, the port  54 C is now closed. 
         FIG. 9  is a layout of components in the induction tract. 
         FIG. 10  is a possible alternative way of constructing the plate  22  with a hole  91  and a serration  92 . 
         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 
     
         
           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) 
           54 A vacuum port 
           54 B vacuum port 
           54 C vacuum port to muffler 
           54 D muffler to atmosphere 
           54 E 12 volt receptacle 
           54 F atmosphere 
           55  throttle position switch 
           55 A 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 
           87 A 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 
     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  54 A through the port  54 B 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  87 A 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  55 A 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. 
     The release of either or both pedals accomplish two things: First, it de-activates the vacuum solenoid switch  54  closing port  54 A cutting off the vacuum source and opening ports  54 B and  54 C allowing the vacuum chamber  12  to be vented to the atmosphere via the ports  26 ,  54 B,  54 C and  54 D, 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  87 A to  30  putting throttle position switch  55  back in service and returning the engine back to normalcy. 
     The EFID is necessary on all vehicles especially: 
     (1) Vehicles driven by senior citizens. 
     (2) Vehicles used for public transportation. 
     (3) Vehicles used by the disabled. 
     (4) vehicles used by driving schools. 
     (5) Vehicles operated by newly licensed drivers. 
     (6) Vehicles with a history of mysteriously speeding out of control during braking. 
     Variations of EFID Design 
     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 ). 
     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. 
     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 .