Abstract:
A system for regulating the operation of an idling motor vehicle monitors one or more selected engine operational parameters such as coolant temperature, exhaust gas temperature. and catalytic converter temperature, and compares the measured parameters against selected benchmark criteria stored in the memory of a microprocessor. The microprocessor controls the vehicle&#39;s ignition system to shut down the engine when the measured parameters come within the corresponding benchmark criteria. The system preferably but not necessarily operates in conjunction with a remote vehicle starter system. The system may also or alternatively be adapted to shut down an idling motor vehicle engine when total idling time reaches a specified maximum value, which may be selected based on idling time restriction bylaws. Accordingly, the system promotes reduced fuel consumption and mitigates environmental impacts by automatically regulating vehicle idling times, while also facilitating avoidance of idling time restriction bylaw violations.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application claims the benefit, pursuant to 35 U.S.C. 119(e), of U.S. Provisional Application No. 61/148,342, filed on Jan. 29, 2009, and said provisional application is incorporated herein by reference in its entirety to provide continuity of disclosure. 
     
    
     FIELD OF THE INVENTION 
       [0002]    The present invention relates in general to methods and systems for regulating and reducing exhaust emissions from idling motor vehicles, and in particular to such methods and systems associated with remote motor vehicle starter systems. 
       BACKGROUND OF THE INVENTION 
       [0003]    Remote vehicles starters for motor vehicles have been available in the market since the 1980s. A typical conventional remote starter system incorporates a microprocessor pre-programmed to receive RF (i.e., radio frequency) signals from a remote key fob via an internal or external RF circuit. The remote starter system interfaces with a motor vehicle via various transistors, relays, and data outputs, plus a variety of control inputs and external sensors. During the evolution of remote starter systems, there have been a number of technological advancements for these devices. Some of these advancements have included communication to the motor vehicle via the vehicle&#39;s data bus. 
         [0004]    Examples of prior art remote starter systems may be seen in the following patent documents: 
         [0005]    U.S. Pat. No. 4.345.554 (Hildreth et al.); 
         [0006]    U.S. Pat. No. 4,577,599 (Chmielewski); 
         [0007]    U.S. Pat. No. 5,024.186 (Long et al.); 
         [0008]    U.S. Pat. No. 5,349,931 (Gottlieb et al.); 
         [0009]    U.S. Pat. No. 5,942,988 (Snyder et al.); 
         [0010]    U.S. Pat. No. 6,812,829 (Flick); and 
         [0011]    U.S. Pat. No. 7,650,864 (Hassan et. al.). 
         [0012]    The current and growing concern for the environment has promoted a demand for reduced fuel consumption and exhaust emissions by motor vehicles. These concerns have led an increasing number of jurisdictions to consider or implement anti-idling laws as a step toward reducing atmospheric pollution from motor vehicles, to discourage excess idling to keep a car&#39;s interior warm in cold weather or cool in hot weather. For example, the city of St. Albert, Alberta. Canada passed an “Idle-Free Bylaw” in March of 2008, prohibiting vehicle idling for more than three minutes during any 30-minute period when the outside temperature is between zero degrees Celsius (32 degrees Fahrenheit) and 30 degrees C. (86 degrees F.). Under a similar bylaw in Toronto, Ontario, idling of a motor vehicle (or a boat) must not exceed three minutes in a given 60-minute period when the outside temperature is between 5 degrees C. (41 degrees F.) and 27 degrees C. (80 degrees F.). 
         [0013]    Known types of remote vehicle starters have proved not conducive to the desirable objectives of reduced fuel consumption and exhaust emissions, because they encourage or make it easy for people to let the engines of their vehicles idle, whether intentionally or unintentionally, long after the engines are adequately warmed up and ready to drive, and after their vehicle interiors have warmed (or cooled) to a comfortable temperature. In addition to creating or aggravating environmental concerns, this practice has become increasingly likely to constitute a breach of municipal bylaws, leading to the imposition of fines. 
         [0014]    For these reasons, there is a need for methods and systems for reducing motor vehicle exhaust emissions (and, in turn, reducing fuel consumption) by allowing a vehicle to idle only long enough to reach a condition of environmentally optimal operability, in accordance with selected environmental and operational criteria, particularly but not exclusively in association with remote vehicle starter systems. In addition, there is a need for such methods and systems that can be programmed to prevent the breach of laws that restrict the duration of vehicle idling, particularly but not exclusively in association with remote vehicle starter systems. The present invention is directed to these needs. 
       BRIEF SUMMARY OF THE INVENTION 
       [0015]    In general terms, the present invention provides systems and methods for regulating exhaust emissions from an idling motor vehicle, including but not restricted to motor vehicles started using a remote vehicle starter system, in response to data inputs from environmental sensors and/or engine operational state sensors. In a first aspect, the invention provides a system adapted to monitor one or more selected parameters (or “active inputs”) such as outside air temperature, inside air temperature, engine temperature, engine exhaust gas temperature, and catalytic converter temperature (as measured by suitable sensors), or a selected combination of these and/or other factors. The system compares the monitored active inputs against one or more sets of pre-defined benchmark values, or ranges of benchmark values, stored as “look-up tables” in memory in a microprocessor associated with a motor vehicle or associated with a remote starter system. The stored benchmark values define one or more engine operational states optimal for particular environmental conditions. For example, the optimal set of benchmark values may be different for different outside temperatures, in which case the system will determine the applicable set of benchmark values based on outside temperature inputs. 
         [0016]    Based on the comparison of monitored engine operational parameters against the applicable benchmark values stored in memory, the microprocessor controls the vehicle&#39;s ignition system so as to regulate the engine idling time after starting, by shutting off the vehicle&#39;s engine after one or more selected active inputs have reached corresponding benchmark values, or have come within corresponding ranges of benchmark values. 
         [0017]    It is well established that the amount of environmentally harmful emissions produced by a gasoline or diesel engine is reduced when optimal engine operating conditions have been achieved. Systems in accordance with the present invention may be adapted to automatically shut down an idling engine when selected engine operational parameters reach pre-defined levels corresponding to an optimal operational state. Once this state has been reached, there is no practical need for the engine to continue idling because further idling is merely wasting fuel and generating more exhaust emissions without enhancing the operational status of the engine appreciably or at all. Accordingly, the methods and systems of the present invention reduce fuel wastage and environmental impacts that would otherwise occur due to excessive idling. Optionally, the methods and systems may also facilitate Optimization of driver and passenger comfort in terms of interior vehicle temperature conditions. 
         [0018]    Accordingly, in a first embodiment the present invention provides a system for regulating the operation of an idling motor vehicle engine, comprising: an engine control module having a microprocessor and a microprocessor memory, with the engine control module being operative to deactivate a motor vehicle&#39;s ignition system in response to an engine shutdown signal from the microprocessor. The system includes one or more engine sensors adapted to measure selected engine operational parameters and to send corresponding engine sensor input values to the engine control module. The microprocessor memory is adaptable to store a selected benchmark values for the operational parameters measured by the one or more engine sensors. The microprocessor is programmed to compare engine sensor input values against the stored benchmark values, and to generate an engine shutdown signal when all engine sensor input values equal or exceed corresponding benchmark values. 
         [0019]    In a second aspect, the present invention provides a remote starter system that is programmable to shut down an idling vehicle engine when the total idling time reaches or exceeds pre-set idling time limits, thereby further reducing fuel wastage and greenhouse gas emissions. This feature enables a vehicle owner or operator to avoid breach of anti-idling bylaws, by programming specific anti-idling bylaw criteria into the remote starter system&#39;s microprocessor memory. For the typical case where an anti-idling bylaw applies only when the outside air temperature is above a lower benchmark and below an upper benchmark, the system be operative to shut down the engine only when the outside air temperature is between the lower and upper temperature benchmarks. In preferred embodiments, the system will be adapted to generate an electronic record of idling times and outside air temperatures for purposes of providing evidence of anti-idling bylaw compliance should the need arise. 
         [0020]    Accordingly, in a second embodiment the present invention provides a system for regulating the operation of an idling motor vehicle engine, comprising an engine control module having a microprocessor and a microprocessor memory, with the engine control module being operative to deactivate a motor vehicle&#39;s ignition system in response to an engine shutdown signal from the microprocessor. The microprocessor includes clock means, and is adapted to automatically activate the clock means upon start-up of the motor vehicle engine and to monitor the engine&#39;s running time. The microprocessor memory is adaptable to store selected idling time restriction criteria including a maximum idling time. The microprocessor is programmed to generate an engine shutdown signal when the engine&#39;s running time equals or exceeds the maximum idling time. 
         [0021]    In alternative embodiments, systems in accordance with the present invention may combine the features of the first and second embodiments described above. 
         [0022]    In further aspects, the present invention teaches methods for regulating the operation of an idling motor vehicle engine, in accordance with the general operational principles of the described and illustrated system embodiments. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0023]    Embodiments of the present invention will now be described with reference to the accompanying figures, in which numerical references denote like parts, and in which: 
           [0024]      FIG. 1  is a schematic diagram of the components of an engine regulation system in accordance with a first embodiment of the present invention. 
           [0025]      FIG. 2  is a flow chart of the operative phases of an engine regulation system in accordance with a second embodiment of the invention. 
           [0026]      FIG. 3  is a program logic diagram for an engine regulation system in accordance with a third embodiment of the invention. 
       
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       [0027]      FIG. 1  schematically illustrates the components of an engine regulation system  100  for regulating motor vehicle exhaust emissions in accordance with a first embodiment of the present invention. System  100  comprises engine control module  110  incorporating a microprocessor  112  and a microprocessor memory  114 . Control module  110  is in direct electronic communication with one or more sensors  130 A,  1308 ,  1 . 30 C (and so on), via corresponding sensor data links  135 A.  13513 ,  135 C (and so on). Alternatively, control module  110  may be in electronic communication with sensors  135 A,  13513 ,  135 C (and so on) via a data bus  120 , with which the sensors communicate which via corresponding sensor data links  132 A,  1328 ,  1324 C (and so on). Sensor data links could be wired or wireless links. Data bus  120  is in communication with control module  110  via a communication link  122 . (possibly but not necessarily in association with a data bus translator module  125  as shown in  FIG. 1 ): 
         [0028]    The particular embodiment of system  100  illustrated in  FIG. 1  incorporates an engine coolant temperature sensor  130 A, an engine exhaust temperature sensor  13013 , a catalytic converter temperature sensor  1300 , and an outside temperature sensor  130 D. However, this is by way of example only; any one or more other sensors (including but not limited to a vehicle interior temperature sensor) could be used in addition to or in substitution for any one or more of the sensors illustrated in  FIG. 1 . 
         [0029]    As indicated in  FIG. 1 , control module  110  is operatively connected to the ignition system  140  of a motor vehicle, such as via the vehicle&#39;s wiring harness or other suitable electrical or electronic linkage represented by reference number  145 . Control module  110  is thus operative to engage or disengage ignition system  140  in response to various control signals that may be generated in accordance with the present invention, as will he described in greater detail later in this document. 
         [0030]    In the preferred embodiment shown in  FIG. 1 , control module  110  is provided in association with an RF receiver  150  for receiving RF control signals  165  from a remote RF transmitter  160  housed in a remote starter control device, which can he provided in any suitable form (including, but not limited to, a conventional remote control device, key fob, cellular telephone, computer, automatic timer, or temperature-activated control device). In alternative embodiments, however, system  100  and control module  110  are operable in association with vehicles that do not use a remote starter system and are instead started with an ignition key. 
         [0031]      FIG. 2  is a flow chart schematically illustrating the operative phases of an engine regulation system  100  in accordance a second embodiment of the present invention. In the “Activation” phase  210 , control module  110  receives a signal from RF transmitter  160  (or other activation means) to initiate start-up of the vehicle&#39;s engine. In the “Engine Start” phase  220 , control module  110  engages ignition system  140  to start the motor. In the “Run &amp; Monitor” phase  230 , which begins as soon as the engine is running, control module  110  monitors “active inputs” from sensors  130 A,  130 B, etc., and compares these inputs against benchmark values stored in memory  114 . Once all monitored active inputs have reached their corresponding benchmark values, microprocessor  112  generates an engine shutdown signal which control module  110  transmits to ignition system  140 , which is thereby deactivated and the engine is shut down. 
         [0032]    Engine regulation systems and methods in accordance with the present invention may be adapted for use with input data from many types of sensors, and for a variety of purposes, which may be user-defined and user-programmable, or pre-programmed into control module  110 . By way of example,  FIG. 3  illustrates a program logic diagram for an embodiment of control module  110  that is adapted for two particular purposes. The first purpose is to balance the desirable objective of letting an engine warm up for a sufficient length of time to achieve an optimal operational state with the further objective of minimizing the length of time that the engine is idling and thus generating exhaust emissions. The second purpose is to provide automatic regulation of engine idling time to prevent inadvertent violation of bylaws that restrict the length of time that a motor vehicle engine is allowed to idle. 
         [0033]    As schematically depicted in  FIG. 3 , an engine start sequence  315  is initiated when control module  110  receives a start signal from a start-up activation means, which could be provided in any of several forms including a remote starting system  310 A, an internal tinier  310 B, or other activation means  310 C (which could include a conventional key start). At program stage  320 , an outside air temperature reading by means of sensor  130 D (not shown in  FIG. 3 ), and this reading is stored in memory  114  for later use as will be explained. At program stage  330 , control module  110  activates ignition system  140  (not shown in  FIG. 3 ) to start the engine and the program enters a “RUN” state. 
         [0034]    At this point, microprocessor  112  then runs a “Safety Input Check” routine  335 , intended to prevent activation of the vehicle&#39;s starter, or to shut down the engine if it has been started, in the event that one or more selected safety conditions have not been met. Such safety conditions may include (without being limited to) an unlatched engine hood, a parking brake or transmission lock not properly engaged, and a manual transmission not in neutral. Such conditions can be detected using built-in or after-market sensors or similar devices, the readings from which May be accessed by direct connection to control module  110  or via the data bus  120 . 
         [0035]    If the “Safety Input Check” routine  335  determines that the state of any of these items is not sale for vehicle operation, control module  110  will generate a safety inputs “FAIL” signal  345  which initiate engine shutdown (as indicated by reference number  350 ). However, if all safety inputs “PASS” (as indicated by reference number  340 ), microprocessor  112  moves on to an “Emissions Check” routine  360  and a “Run Time Check” routine  370 . 
         [0036]    In the “Emissions Check” routine  360 , microprocessor  112  compares readings or “active inputs” from selected engine sensors (such as engine coolant temperature sensor  130 A, an engine exhaust temperature sensor  130 B, a catalytic converter temperature sensor  130 C, all as shown in  FIG. 1 ) against a set of corresponding benchmark values stored in memory  114 . The appropriate set of benchmark values for a given set of active inputs, for purposes of a particular optimal engine operational state, will commonly vary according to environmental conditions such as outside air temperature. Accordingly. memory  114  may store multiple sets of benchmark values for a particular optimial state, with each set of benchmark values being correlated to a particular outside air temperature range. In this case, microprocessor  112  will use the outside air temperature reading from program stage  320  to determine and select the appropriate set of benchmark values for comparison purposes. 
         [0037]    If microprocessor  112  determines that all active inputs meet the applicable benchmark criteria (as indicated by reference number  365 ), control module  110  Will shut down the engine (as indicted by reference number  380 ). However, if one or more active inputs do not yet meet the applicable benchmark values or ranges (as indicated by reference number), the System will loop back to program stage  330  or, alternatively, to program stage  360 . The system will run the “Emissions Check” routine  360  on an iterative basis until the “criteria met” stage  365  is achieved and the engine is shut down, or until the “Emissions Check” routine  360  is overridden by the “Run Timer Check” routine  370  as described below. 
         [0038]    The “Run Timer Check” routine  370  may be programmed in a variety of ways. In a simple case, “Run Timer Check” routine  370  could simply compare the elapsed idle time since engine start-up (as monitored by, for example, suitable clock means incorporated into microprocessor  112 ) against an arbitrary maximum idle time stored in memory  114 . In the particular case where it is an objective to provide automatic protection against violation of an anti-idling bylaw, the relevant bylaw criteria will be programmed into memory  114 . For example, the previously mentioned “Idle-Free Bylaw” in force in St. Albert, Alberta prohibits the idling of a motor vehicle for more than three minutes during any 30-minute period when the outside temperature is between zero and 30 degrees Celsius. These criteria would be stored in memory  114 , and “Run Timer Check” routine  370  would make following inquiries:
       1. Is the measured outside air temperature between zero and 30 degrees Celsius? If NO, the bylaw restrictions would not be in force, and the system would proceed to program stage  375  (i.e., idle Time Limit not expired, or not applicable), and then loop back to program stage  330 .   2. If the answer to question 1 is YES, has the engine been idling for more than three minutes? If NO, loop back to program stage  330 .   3. If the answer to question 2is YES, go to program stage  372  (i.e., Idle Time Limit expired) and Engine Shutdown  380 .       
 
         [0042]    The “Run Timer Check” routine  370  will of course be overridden by the “Emissions Check” routine  360  if the engine achieves the selected optimal operational state the Idle Time Limit has expired. 
         [0043]    Optionally, the “Run Timer Check” routine  370  could be set up for automatic engine re-start 30 minutes after the last engine shutdown. 
         [0044]    It is to be appreciated that  FIG. 3  illustrates only one particular embodiment of the invention, and many variations are possible. For example, the ‘Safety Input Check” routine  335  is optional, and may not be provided in some embodiments. In such cases, program operation would proceed directly from program stage  330  to “Emissions Check” routine  360  and “Run Timer Check” routine  370  as described above. Other alternative embodiments could incorporate “Emissions Check” routine  360  but not “Run Timer Check” routine  370 . or vice versa. As well, the outside air temperature reading could be taken at a different stage of the program from that shown in  FIG. 3 . 
         [0045]    Although the invention has been described and illustrated in association with particular types of data sensors and for specific operational reasons (e.g., to limit engine warm-up time to the minimum required for the engine to reach an optimal operational state; and/or to limit engine idling time to avoid breach of anti-idling bylaws), it is to be understood that the invention is not restricted to usage for a limited number or type of purposes, nor is it limited to embodiments that use the particular types of sensors and active inputs referred to in this patent document. 
         [0046]    Systems in accordance with the present invention may include a vehicle motion sensor adapted to send a vehicle motion signal to the engine control module upon detecting that the motor vehicle has been put into motion. In such variants. the engine control module is adapted to enter an inactive state upon receipt of a vehicle motion signal. 
         [0047]    It will be readily appreciated by those skilled in the art that various modifications of the present invention may be devised without departing from the scope and teaching of the present invention, including modifications that use equivalent structures&#39;or materials hereafter conceived or developed. It is to he especially understood that the invention is not intended to be limited to any described or illustrated embodiment, and that the substitution of a variant of a claimed element or feature, without any substantial resultant change in the working of the invention, will not constitute a departure from the scope of the invention. It is also to be appreciated that the different teachings of the embodiments described and discussed herein may be employed separately or in any suitable combination to produce desired results. 
         [0048]    In this patent document, any form of the word “comprise” is to be understood in its non-limiting sense to mean that any item following such word is included, but items not specifically mentioned are not excluded. A reference to an element by the indefinite article “a” does not exclude the possibility that more than one of the element is present, unless the context clearly requires that there be one and only one such element. Any use of any form of the terms “connect”, “engage”, “couple”, “attach”, or any other term describing an interaction between elements is not meant to limit the interaction to direct interaction between the subject elements, and may also include indirect interaction between the elements such as through secondary or intermediary structure.