Source: http://www.google.com/patents/US20040049324?dq=6011510
Timestamp: 2015-11-27 17:50:47
Document Index: 370463202

Matched Legal Cases: ['Application No. 60', 'Application No. 60', 'art 911', 'art 910', 'art 100', 'art 200', 'art 207', 'art 200', 'art 202', 'arts 200', 'art 201', 'art 201', 'art 301', 'art 397', 'art 203', 'art 204', 'art 205', 'art 103', 'arts 302', 'art 303', 'art 305', 'art 400', 'art 142', 'art 403', 'art 500', 'art 600', 'art 601', 'art 700']

Patent US20040049324 - Electrically controlled automated devices to operate, slow, guide, stop and ... - Google PatentsSearch Images Maps Play YouTube News Gmail Drive More »Sign inAdvanced Patent SearchPatentsThis application describes completely in many unique ways and detail all the devices to reduce a vehicle's speed and/or reduce a machines RPMs and/or stop any piece of equipment's as well as guide it if mobile through automated controls. First to slow it down, and guide it and/or control it if necessary...http://www.google.com/patents/US20040049324?utm_source=gb-gplus-sharePatent US20040049324 - Electrically controlled automated devices to operate, slow, guide, stop and secure, equipment and machinery for the purpose of controlling their unsafe, unattended, unauthorized, unlawful hazardous and/or legal use, with remote control and accountability worldwideAdvanced Patent SearchPublication numberUS20040049324 A1Publication typeApplicationApplication numberUS 10/654,992Publication dateMar 11, 2004Filing dateSep 5, 2003Priority dateJun 18, 1998Also published asCA2637877A1, DE69940161D1, US6647328, US7259357, US20010056544, US20080091309, WO1999065681A1, WO1999065681B1Publication number10654992, 654992, US 2004/0049324 A1, US 2004/049324 A1, US 20040049324 A1, US 20040049324A1, US 2004049324 A1, US 2004049324A1, US-A1-20040049324, US-A1-2004049324, US2004/0049324A1, US2004/049324A1, US20040049324 A1, US20040049324A1, US2004049324 A1, US2004049324A1InventorsRichard WalkerOriginal AssigneeKline And Walker LlcExport CitationBiBTeX, EndNote, RefManPatent Citations (31), Referenced by (105), Classifications (30), Legal Events (4) External Links: USPTO, USPTO Assignment, EspacenetElectrically controlled automated devices to operate, slow, guide, stop and secure, equipment and machinery for the purpose of controlling their unsafe, unattended, unauthorized, unlawful hazardous and/or legal use, with remote control and accountability worldwide
US 20040049324 A1Abstract
This application describes completely in many unique ways and detail all the devices to reduce a vehicle's speed and/or reduce a machines RPMs and/or stop any piece of equipment's as well as guide it if mobile through automated controls. First to slow it down, and guide it and/or control it if necessary (i.e., other pieces of equipment). Secondly it discusses how to stop any piece of equipment completely. And thirdly, the invention secures it in a safe stationary position either entirely or any number of specific moving parts. Many of these systems are initially here described to slow, reduce speed, steer, stop and/or secure equipment functions. However, they also can be used to increase a piece of equipment's functions. In other words their variations are completely capable to serve any remote or automated controls on a vehicle in the future to provide full robotics systems, e.g., for automated transportation systems, automated manufacturing, etc., either through individually isolated remote control systems and/or interfaced with other off-board systems through communication links, gateway computers, computer networks and the world wide web for inexpensive long distance monitoring and remote control. The invention focuses on the automobile industry but as has always been maintained throughout all these applications these devices and systems are designed to control every piece of equipment. The invention includes various accountable protocols and commercial developments to control speed, brake and steering for an automobile shut down to be performed through automation to a safe controlled secured deactivated state to be considered as a basis for a standard in aggressive vehicle remote control and/or to control and guide a vehicle and/or piece of equipment through many different automated systems. Images(47) Claims(3)
What is claimed is: 1. A system for sealing, unsealing and/or bonding, comprising a mechanism using a conductive metal wire or thin metal strip coated with a substance that liquefies when the wire is heated by shorting out the opposite poles of the same power source on either end of the of the thin metal strip or wire, for sealing, resealing and/or unsealing electrical components with different plastics, waxes and adhesives at varied thermal ranges, and for sealing, unsealing and resealing unions or joints between materials, the metal strip coated with the substance preformed by a coated covering of plastic that melts into at least two metal locking seal wells and receiving groove around the access panel. 2. A system according to claim 1, wherein the system is used as a security switch mechanism that permits the shorted condition of the power source through the metal strip when the appropriate electrical signal and or mechanical switch is closed to complete a circuit through the thin wire. 3. A system according to claim 1, further comprising a security trigger circuit activating a heating process, optionally via entry of a coded security signal.
RELATED APPLICATIONS [0001] This application is a Divisional of U.S. patent application Ser. No. 09/738,901, filed Dec. 18, 2000, which is a Continuation of International Application number PCT/US99/13668, filed Jun. 18, 1999 and published in the English language under PCT Article 21(2), which claims priority from U.S. Provisional Application No. 60/089,783, filed Jun. 18, 1998, No. 60/122,108, filed Feb. 26, 1999, No. 60/139,759, filed Jun. 15, 1999, and No. 60/149,029, filed Jun. 17, 1999, and from International Application number PCT/US99/00919, filed Jan. 15, 1999, all of which are incorporated herein by reference. [0002] This application is related to U.S. Provisional Patent Applications No. 60/071,392, filed Jan. 15, 1998, incorporated herein by reference. This application is related to U.S. patent application Ser. No. 08/975,140, filed Nov. 20, 1997 and PCT Application No. PCT/US97/21516, filed on Nov. 24, 1997, both of which claim priority to U.S. Provisional Patent Application No. 60/032,217, filed on Dec. 2, 1996, all of which are hereby incorporated by reference.
BACKGROUND OF THE INVENTION [0003] 1. Field of the Invention [0004] These innovations and technology have been designed to improve the public's safe use of vehicles, equipment and machinery. They have been first designed to improve on the already deadly and destructive situations of out of control vehicles due to operator incapacity, and/or car theft and carjackings. The objective has been to help limit and/or restrict as many fatalities, personal injuries and property damage as possible. This will basically be accomplished by reducing the amount of time and space these horribly uncontrolled and irrational events exist for and/or take place in. These innovative systems and devices are not a panacea. The invention is simply designed to improve on an already poor public safety situation by limiting the time and involved area of these irrational events (e.g., out of control machinery). [0005] It is the full intention of this technology to ultimately support and help provide fully automated robotics systems that can remotely control vehicles and equipment in a responsible and accountable manner in the future through the best and most optimum progression of commercial developments, first, from uniquely combined Commercial Off The Shelf C.O.T.S. products, and secondarily, as a condensed, consolidated set of hardware, firmware, and coordinated software programs in accountable, protected system of products that will become multi-industry standards and insurance requirements and rate qualifying devices for remote control and robotics. [0006] In an effort to initiate a collaborative process and be a part of any dialogue along these lines either already in progress or planned for in the future, this technology will develop and continually augment, its preprogrammed controls, communication systems, and functional peripheral devices, sensors and systems to be a part of the diverse equipment and systems already merging, communications with programmable control circuits and electrically controlled devices, like those detailed in this application. It will also continue to offer the most needed solutions for a progressive accountable process of remote control and device deployment as well as increase and enhance computers and software to ultimately run, safe, accountable robotics vehicles and highways as has been discussed earlier in all the related patent applications. [0007] The programs of the present invention will first structure acceptable accountable remote control protocols in a progressive layer of commercial enhancements to best marry their social, economic, environmental, and technical presence through commercial markets. This is a necessity because, there actions will be governed by the individual systems capabilities. Triage control will be programmed for the best option at any given time to control a vehicle and responsive systems in the safest manner through any available equipment on the market at a given time and/or outfitted on any particular host piece of equipment. Because, there will be such a wide variation of individual equipment capabilities, a great deal of effort has been taken to backward engineer, as well as, accommodate present engineering and future engineering in this process to develop acceptable modalities and standards for accountable aggressive remote control at various levels. There will be many versions of “Triage” that will first have as a goal to slow, stop and secure a vehicle stationary position. [0008] The next progressive development detailed in this application will control the steering in degrees. And finally the speed control either using OEM cruise controls modified for this purpose or any of the acceleration controls detailed in this application and/or related patent innovations that will be responsive to the interface data commands given by any onboard control circuitry. A protected Primary Focal Node a (PFN) will house this control circuitry and communication circuits to receive transmissions and/or directions supplied by GPS signals and interactive highway transmitters, RF signals, or infrared beacons and/or any cell phone locating technology, along with distant sensors to remotely guide and control speed and direction remotely in robotics scenarios. Ultimately this inventions Primary Focal Node a (PFN) will manage preprogram travel plans for long and even short travel, as well as, handle completed vehicle operations, if so desired. [0009] This invention will first commercialize these devices for specific use with law enforcement stressing the need for responsible supervised optimally physically visible scenarios first. So any technical bugs can be worked out and the learning curve for the rest of humanity can be plotted and develop with proper progressive guide lines and instructions for the safest public use. This also needs to be done progressively to equip the individual vehicles with these devices. Either for the new vehicles and/or for any after market or retrofitting of old ones. This will be initially accomplished through Commercial Off The Shelf parts or C.O.T.S. innovations, a process already described in earlier related applications. Secondly, this invention will strive to commercialize these devices along with its electronic control systems to be as much a part as possible in developing the interactive highway systems in any collaborative effort that presents itself. As this process progresses, the original third modality, described in PCT/US97/21516, a private, public and/or commercial monitoring and control system of any size will be created and combined to fulfill the scope of this invention for not only the automobile industry but also, for many community public safety programs, which, are termed Green Eyes and Spider Eyes program and detailed in this and related patents and involve machinery and equipment. This commercialization will interface its technology and any other associated technologies through the 1000 series devices along with the 1100 controller systems and the 1200 network to ultimately create fully automated and robotics public transportation systems that will produce more individual freedom for all the public, increase its safety, security and develop accountably for society to transact its mechanized business responsibly and with fair exchange to each other individually. (The time question is: when and how long?) And this question finds its answer in how well all work with one another in any joint ventures, with real genuine cooperation from the individuals, businesses, and governments involved. Time estimate, circa 2015, for fairly extensive and sophisticated social transportation and environmental control systems. This is a modest estimate for full robotics in an acceptable, accountable and/or societal form for personalized transportation. But there will be a vast amount of changes in any personal transport vehicles. [0010] 2. Background of the Related Art [0011] Humanity is already married to its technology, and like all other marriages it will only be as functional as those in the relationship. The vehicles, machines and equipment are here in this human existence. This technical automation, communication, and control of machinery has already been proven to be a real present day need for humanity as it strives for its own individual social emotional development. So all that remains is to make this technology available, affordable, and perfect it, to be as secure, reliable, responsible, respectful of and as accountable to the individual, to any business and to the government it will be serving. This is the goal of this technology for remote control of humanity's equipment and the responsible development of robotics. [0012] The invention has been designed to work with all willing technologies to develop a secure and accountable communication and control systems for every piece of Machinery through a Machine Messaging Network (MMN), detailed in PCT/US99/00919. [0013] There are many other commercial interest in this area, as well as different technologies. These technologies have very specific and finite focuses with their remote control and/or automated vehicle systems in which they do not address aggressive remote control and accountability. While there is a great deal of similar developments, this technology and the innovations detailed here and in the related applications are unique and were created to achieve real time aggressive and accountable remote control though as versatile means in communications, control circuitry, and peripheral devices and systems and to provide these qualities as part of any standard developed for automated and remote control. [0014] One other already issued U.S. patent, incorporated herein by reference, to Prince Corporation, now merged with Johnson, controls claims after a car's ignition has been turned off and the fuel pump has been deactivated. [0015] The experimentation on this invention's technology to restrict fuel to the power plant to create an effective slow down was an unknown parallel development of similar concepts but without question resulting in uniquely different modalities and vision of purpose. There is no intention of this invention to compete with any already existing business, manufacture, government agency, and/or public interest at this time. Only a genuine and very real desire to be cooperative, supportive, informative and a real worthy partner to do good and fair business jointly for the betterment of humanity and its responsible machine use whenever and wherever possible. [0016] With that stated, similar parts of this technology already exists in piecemeal (i.e., C.O.T.S.) products. But it is abundantly clear and obvious that the invention has its own unique devices, modalities, systems and C.O.T.S. innovations developed into protocols to complete the total task of automating for accountable remote control every piece of equipment in the world. However, it is also abundantly clear that this technology has been specifically designed to couple and interface with all existing technology in all stages of remote control development to enhance their systems and complete a far greater remote control system product then ever imagined before. This application and related applications detail clearly the most unique development for accountable controls over humanities equipment and its social, economic and environmental impact and functions. [0017] This invention develops the monitoring and control system (i.e., this application's 1000-1100-1200 series devices and systems, Coyote Tricksters, interactive highway Helping Hand, and Spider Eyes as well as Green Eyes Programs), either as isolated monitoring, control and/or management systems or as part of a massive reporting system that incorporate the World Wide Web (WWW). This is created by merging data collected by PFN boxes on the equipment, through their data transmissions to servers that post this data on public web pages, or on any level home web pages, or e-mail boxes, through either cooperating government agencies, commercial corporations, social organizations, and individually set up and/or owned and operated web sites. These phone node gateways and/or RF signal gateway terminals can be interfaced to any computer network system of any size for monitoring, analyzing and/or remotely controlling equipment. This creates the real-time link for the machine messaging network by utilizing the world wide web to make some of the larger and longer connections (MMNWWW) and RF equipment and telephony technology to send the control signals. [0018] To continue the early development of these most sensitive law enforcement protocols this technology will try to seek out companies already doing responsible business, such as Lojack, who use special police radio frequencies in tracking stolen vehicles for law enforcement in a limited but responsible manner presently. This invention will also seek out telecommunication companies (i.e., pager and cell phone companies) as well as any radio equipment manufactures and make a strong attempt to combine this technology's accountable and protective features with the efforts of existing products and programs like the GM AOn Star product. Most definitely this technology will seek out all the automobile manufactures and their supply line manufactures to coordinate the development of peripheral controls accessories and sensors to interface with this technology's protected primary focal node as part of any industry standard for automotive electrical systems. [0019] This technology recognized early on the absolute need to coordinate and create standards for accountability in any automotive altercations involving machine messaging from remote locations with insurance and governmental regulations and approval, which greatly enforces the need for a standard. This is very much needed for risk management insurance with the 911 system and law enforcement today, and most necessary to continue with this technology's purpose to provide accountable aggressive remote control, analytical data acquisition, and robotics, to more adequately serve all of the public's needs. This is being done to more rapidly fulfill the public's needs with responsible remote control devices in all of the industries and not run into the same growth problems AOL experienced. The plan has always been to create this technology, first as a combined effort with existing C.O.T.S. products and systems as has been detailed within all of the related applications, and then secondly to coordinate and consolidate these combined products and services into new safe service products for the public good, ease of use, safety, and an improved quality of life. [0020] The OnStar program has already made important passive, but responsible inroads in reporting and/or contacting 911 in possible automobile emergencies when there is an SIR deployment, through their control centers. This invention welcomes any possible collaborative arrangement and/or interface links with OnStar in the development of this technology (MMNWWW), or in any interactive highway projects, and in this technology's unique accountable, and aggressive remote control, management and/or security systems at any level of willing involvement. [0021] In developing these security protocols, this technology provides all the appropriate encrypted codes needed to provide secure transmission of sensitive data from any equipment's PFN if that might be needed or a requirement for personal, monetary transactions or sensitive data. [0022] The invention is designed to combine and coordinate all vehicle machine and equipment technologies. And it is designed to be a natural and good commercial consolidation for space and cost to jointly interface and finally locate all hardware and control circuitry along with the software into a safe and protected area, legally and physically on each piece of equipment, which will be termed a (PFN) for protected primary focal node. This has always been the stated purpose and goal of the invention to help make humanity's equipment safer, more accountable, more efficient and economical with responsible remote control for the public, for the individual, and for commerce. As always maintained with any and/or all of the devices or components concealed and/or protected to maintain data that is or are stored on location in as pristine a state as possible, and also to maintain a capability to report this same data to at least one remote location for application specific management and redundant storage. Which is the basic nature and scope claim of this technology in this application and all the related applications. This is accomplished with the PFN and this technoloy's Trust Remote Activity Controller Software (TRAC). [0023] It has also been a conscious intention to create these innovations from the first as C.O.T.S. parts to bring about their deployment in the most easy, rapid and efficient manner as commercially possible by cutting manufacture time and cost in developing them and to make available safer vehicles and equipment in a timely and affordable fashion for the public, and thirdly to make available these systems to more easily retrofit older vehicles, and other machines and equipment. There is no need to reinvent the wheel when it is not a necessity, just make the wheel better by adding new innovative technical spokes and uses. In all of these innovations, C.O.T.S. applications are addressed first to bring all influenced technologies, their products, the varied industries and people to an interactive commercial setting. So that involvement and incorporation of these technologies can best be severed while the public is serviced appropriately with good commercial offerings. This means coordinated good and real services and products that will be good business for all. [0024] The major reasons this technology is first developed from C.O.T.S. products are for better public familiarity and market acceptance by the consumer, the small investor, and the sophisticated investor, and because of the natural collating and combining effect for all the different manufactures in these merging industries, and also to provide some backward and forward engineering capability to the process of developing a standard for responsible remote control devices and systems, and finally to point the way to the most logical and acceptable use of this technology's consolidated and integrated circuitry choices. This process also helps the software production to be interfaced into the most concise and efficient PFN's for every application and for every piece of equipment, as product evolutions either as circuit and device products or as other C.O.T.S. evolved products used in these unique ways for new purposes. [0025] As the automation of controls for equipment, vehicles and machinery continue to advance to robotics from present day remote control and machine messaging though artificial intelligence, the need for accountable machine activity is as important as the development of the actuating devices that complete these remote and automated actions. Therefore, much time and detail has already been devoted to this in this invention's related applications, and to the creation of redundant data record memories and a secure protected interface structure to preserve an accurate record, while protecting electrical control circuits simultaneously. [0026] Even though this application extensively describes the controlling actuators to perform remote and automated control functions for most any manufacturer of vehicles, equipment and/or machinery, it will also describe and detail an extensive sensory and data acquisition feedback system to the protected primary focal nodes (PFN), to account and confirm all essential command communications and responses, both on location and/or redundantly sent to at least one remote location or gateway terminal for any desired network options. This is managed by this technology's TRAC software and any system monitoring PFN's TRAC software. [0027] As has been extensively described in all the related applications, the use of C.O.T.S. products will first be employed for a number of reasons. Obviously, it is the quickest most efficient, inexpensive way to rapidly merge existing technologies, their manufactures, and components to achieve an accountable remote control for aggressive situations in machine use presently. Also, the invention has been designed to accommodate future development for accountable sophisticated remote and automated control scenarios for everyday pieces of equipment and machinery as well as, help meet the social, science needs for these merged technologies to best perform these robotics functions. The invention is capable of providing a record to appraise, value and judge any equipment action and/or its components for societies organizations, the public, insurance concerns etc. (e.g., for manufacturer's risk management, completed operations, product liability, etc.). This application will concentrate on the devices to affect remote and automated control and their monitoring system. BRIEF DESCRIPTION OF THE DRAWINGS [0028] [0028]FIG. 1 is a drawing to basically give location to all the innovative devices on standard internal combustion equipment with a high emphasis on the automotive fields. [0029] [0029]FIG. 2A is an electrical description for the first prototype of the standard pager activated remote control system. Control Hardware And Telecommunications (CHAT) box system [0030] [0030]FIG. 2B shows the one-way and two-way PFN prototype categories. [0031] [0031]FIG. 2C is a general drawing showing the double wall construction of this technology. [0032] [0032]FIG. 2D is an illustration showing the remote monitoring and management of data functions. [0033] [0033]FIG. 3 is an exemplary list of the software control commands for the standard pager remote control system that activate the prototype slow down, stop and secure functions for the automotive applications for these systems. [0034] [0034]FIG. 4 displays a typical motor revising relay circuit that is used in the prototypes to change motor polarity and direction [0035] FIGS. 5A-F illustrate, in detail, all the C.O.T.S. parts and their components, as well as the variation and augmentations that the invention does to the seat parts to utilize this mechanism to tension the brake system. [0036] FIGS. 6A-B are drawings of the pedal stop accelerator device mounted and concealed under the carpet. [0037] FIGS. 7A-F are drawings that show the prototypes used to interrupt cable. [0038] FIGS. 8A-C show accelerator cable release systems. [0039] [0039]FIG. 9A displays a standard GM throttle assembly for fuel injection with a electromagnetic clutch disk system. [0040] [0040]FIG. 9B shows an air mixture solenoid in another isometric drawing that is controlled electrically by the invention during some slow down modalities. [0041] [0041]FIG. 9C is an isometric of the throttle assembly having a servo motor attached to its through shaft. [0042] [0042]FIG. 10A shows other modalities to release the cam from the through shaft to throttle down a power plant electro-mechanically and allow it to free wheel leaving the butterfly valve in the idle position. [0043] [0043]FIG. 10B shows the latest throttle position sensor and this is one sensor that is interrupted by the unique trickster circuits to deceive the power train control module PCM if need be in certain circumstances. [0044] FIGS. 11A-B show three locations for an additional butterfly valve or gate to control air flow into the engine. [0045] FIGS. 12A-B deal with the latest standard power brakes on Chevrolet and Oldsmobile products. [0046] FIGS. 13A-B show how the modulator valve looks, its motor pack, its drive system, and the standard physical hook up to the master cylinder above. [0047] [0047]FIG. 14A shows cross section of the modulator pump with one front wheel control and with the piston in the down position. [0048] [0048]FIG. 14B shows a cross section another front wheel control with the piston all the way in the up position. [0049] [0049]FIG. 14C shows a dual assembly that controls both the rear brakes together. [0050] [0050]FIG. 14D shows a front wheel speed sensor. [0051] [0051]FIG. 14E shows a rear wheel speed sensor. [0052] [0052]FIG. 14F shows management of PFNs for other vehicles and machinery diesels. [0053] FIGS. 15A-B deal with the fuel system and most especially in these drawings the standard fuel injection systems. [0054] [0054]FIG. 16A shows an injector rails for one type of system. [0055] [0055]FIG. 16B shows an injector in a cross section view. [0056] [0056]FIG. 16C shows a regulator that has been innovated to make it a dump valve as well to starve fuel from the power plant. [0057] FIGS. 17A-B show the standard transmission switch with a cable link up for park function and the electrical connections for the switch. [0058] FIGS. 18A-F show the standard rack and pinion GM steering with the innovative changes to automate the racks gear box by motorizing its rotation which is done through automated controls. [0059] FIGS. 19A-D are more of the rack innovation and description. [0060] FIGS. 20A-E show how the motorized system can be attached anywhere alone the steer shaft linkage and the many possible column mounts. [0061] [0061]FIG. 21 is an exploded view of the steering column out of a GM car to show the drive pulley on the steer shaft linkage and the column mount for the first prototypes. [0062] FIGS. 22A-C detail the three major components to controlling engine timing for the spark and fuel in the GM cars. [0063] FIGS. 23A-B show the cam shaft sensor location, and a crankshaft sensor FIGS. 24A-B and 25 illustrate trickster circuits. [0064] [0064]FIG. 25 illustrates a circuit used to activate the automated brake systems when the doors are opened. [0065] [0065]FIG. 26 illustrates a device for motorist who run out of fuel. [0066] FIGS. 27-28 is a drawing of how the helping hand tow and train coupler will be placed on vehicles. [0067] [0067]FIG. 28 is a drawing of the hydraulic circuit that will run the helping hand pistons. [0068] [0068]FIG. 29 is a drawing of the electronic security seal. [0069] [0069]FIG. 30 is a drawing of the security sealed area for the PFN.
SUMMARY OF THE INVENTION [0070] In this application the invention details automated devices for, equipment, vehicles, machines and their systems to complete, preprogrammed and remote control functions. Initially for vehicles, and specifically cars and light trucks are the focus to start developing the mobile management innovations of this remote control technology. The first aggressive remote control is used to slow, stop and secure vehicles that are being used in an unauthorized manner, either intentionally or unintentionally. This software program is termed PASSS. This stands for Proprietary Automated Slow Stop and Secure vehicle software. The next evolution of this aggressive software for TRAC is Proprietary Automated Guidance Slow Stop and Secure (PAGSSS) vehicle program. Secondly, guidance is aided to the mobile management systems for vehicles to increase remote control capability and help provide more physical devices to make more robotics for the smart cars and interactive highways. Finally, in this application other types of control devices are detailed for industrial, commercial and home machine and equipment management. In this application many systems are described and their hardware detailed extensively. The basic goal of this application is to provide all the hardware devices and circuitry to remotely control every piece of equipment worldwide. [0071] Slow Down Systems are designed and detailed to restrict throttling, first to slow down any vehicle made by most every major manufacture of vehicles worldwide. Most of the systems have been designed from every manufactures own commercial off the shelf products C.O.T.S., or their supply line manufacture to help for a responsible but economic commercialization of remote control, and the future robotics, of the smart cars and interactive highways. [0072] This first sequential remote controlled shut down leaves the vehicle engine running for driver steering and braking control. Initially, only acceleration is eliminated from the driver's control. Then there is a timed brake application, which performs a controlled-stop, with the vehicle finally resulting in a secured stop in a stationary spot, with the engine left idling. Then the engine has its electrical ignition killed of fuel supply interrupted in a number of modalities. In fact, there is a number of modalities for all these sequential functions (i.e., to slow, stop, secure motionless, and finally turn off the power plant). This is the first remote control protocol that the invention features to counter the unauthorized use of a vehicle (first it eliminates acceleration only, second it slowly applies the emergency, service and/or regular brakes, third it maintains a brake application with the vehicle held in a stationary position, and then it finally kills the power plant). The first prototypes merely complete this task to slow, stop and secure the vehicle in a stopped position, then kill the power plant. These functions can be performed in a number of ways. Either timed preprogrammed responses initiated and controlled by programmable control circuits solely and/or control circuits coupled to communication devices and systems for remote machine messaging and control. These variations will accommodate less sophistication in either the communication device and/or processors employed to complete these tasks. This first system has had much experimentation and has set up optimum times for each phase to take place in a vehicle slow down scenario, but any sequence that performs the same functions are all considered to be within the nature and scope claim of the invention. Also, upon the activation of this emergency shutdown sequence warning lights (Flashers) and taped messages or information devices are activated to inform any surrounding vehicles and the driver of the shut down event. Additionally activated are recording devices that can store all forms of data recovered during the event. While, these systems are designed to be activated by any communication system and the average citizen, they are recommended and, intentionally, designed to be used and/or coupled with the proper protocols and/or law enforcement personnel. This is PASSS, this technology's Proprietary Automated Slow Stop and Secure shutdown protocol. [0073] The second automated vehicular remote control enhancement detailed in this application will add guidance through automating steering components like (motors, valves, and cylinders, etc.). And they will be controlled by interactive environmentally conscious software monitoring the vehicle operation, through vehicle sensors and operator sensors, e.g., distance sensors, cameras and road edge detectors, along with in the cabin, the nose, breathalysers, head tilt, pulse rate, pupil response sensors and software, etc. This second variation will be termed PAGSSS, and this automated protocol will also, be able to be initiated through simple remote control communications for the emergency take over situation and/or for the unauthorized use of a vehicle scenarios. The same protocols that control larger land based wheel outfitted platforms, trucks, semis, buses, etc., will be detailed as to the devices and systems necessary to automate these same unique functions to slow, guide, brake and secure them in a stopped position in this application. However, this application documents this technology in great detail to initiate and accomplish, while progressively commercializing for society accountable remote control. These progressive steps and developments for responsible remote control and robotics in mobile management are considered unique as commercial product protocols that address acceptable modalities for legal and insurance rules, regulations and concerns for man and machine accountability and liability. The mobile management application will further advance the systems to detail all the devices for a vast variety of transport equipment that will be remotely monitored, controlled and provided robotics systems. [0074] The truck and car industry has recently been plagued with car and truck jacking and these minimal control scenarios are a very needed improvement in public safety and they will only be the first step in acceptable accountable remote and automated vehicle control. As the programming and tracking of vehicle movement utilizes the most sophisticated and accurate GPS, digital cell phone technology and computer highway management and smart car software programs and systems the amount of collaborative human and machine driving control will develop to where full accountable systems will be a social necessity. This application will detail many of the actuating devices that will be used to perform these functions on the vehicle and how they will be monitored and made accountable for these remote, robotics, and automated control scenarios. [0075] As stated earlier, the invention will develop its technology and commercialize it with other technologies to completely automate accountable controls for vehicles, equipment, and machines through C.O.T.S. products and cooperative commercial agreements that utilize designs and/or technology to complete this goal, all of which is detailed within this application and all of this technology's related patent applications, incorporated herein by reference. [0076] An Electronic Steering Control Module ESCM module will be constructed and/or dedicated as a steering control interface circuit which will have some burned in software (firmware) to complete automation and provide basic remote control steering protocols for an improved controlled shutdown (PAGSSS). This function may also be completed by the inventions computers entirely as detailed in the related patent applications and/or accomplished through the vehicle OEM PCM or any programmable control circuitry if so developed in the future as a consolidated development of this technology's continual effort to combine control functions and circuits or the above mentioned ESCM module physical circuit can be controlled through the Primary Focal Node or (PFN) software, TRAC, and circuitry interface (the inventions computers) or (the OEM's PCM or comparable control circuits) to involve complete robotics as a system development. Any and all of these circuits may also, enjoy a protected status inside the PFN or in another suitable location; either, provided total or partial physical protection or not. However, the ESCM control system as well as, any computerized steering controls designed to safely guide a vehicle in an emergency shutdown are considered to be within the scope of the present invention, when used for and combined with remote and automated control and/or part of any accountable system or protocol requiring this kind of protected integrity for any of the named reasons in the related applications (interactive highways, and smart cars, etc.), this technology's PFN with TRAC and PAGSSS. These circuits and programs will be described in the series 1000 innovations. This will also be accompanied with the complete description of C.O.T.S. parts and innovative components that make up the 4 part sensor array 909 in FIG. 1, which also contains a target for receiving specialized law enforcement remote control signals (913 variations). 912 is a combined antenna that will pick up a wide band of different radio signals that will be part of a combined communication network in the securely contained control center, termed the PFN. These antennas may be separate as part of functional C.O.T.S. products presently, even though the products are combined in only one secure and/or secluded location and finally these variations will be integrated (with a few exceptions) and be serviced by a universal antenna system or bus. [0077] Part 911 is the distance sensors that will send and receive signals, compare them to a known rate of speed, process the amount of time of travel in relation to the distance, thereby calculating the distance traveled by the signal between the vehicle and another object and assign an electronic signal to value that distance and time so that the onboard software can equate speed, time and distance of the vehicle in relation to other environmental objects. First, through the inventions computer in the present prototypes, but ultimately combined with OEM controllers, other distance and environmental data will be provided, as well as augmented, by the video and digital, cameras part 910 (i.e., Nanny Camera, etc.) that will be directed, through on-board programming, to impending impact and/or recognize road surfaces and/or conditions to give data back to the control systems. Also, the PFN's will be in contact with any highway information systems that will be alerting and setting off program flags for altered operational instructions. These instructions to the automated host vehicles control systems will direct the ESCM for automated controlled steering. And any number of already described automated steer controls and brake system, either, C.O.T.S. interfaced or specially designed to first take control of a out of control vehicle and deactivate it as rapidly as possible by PASSS or PAGSSS. Of course, ultimately these sophisticated TRAC systems and innovations will operate the vehicle through a fully robotics set of on-board and off-board devices interfaced through these extensively described systems for automated accountable interactive highway and smart car scenarios, which are all TRAC-based. Much of these systems and innovations is detailed in this application. These systems will also allow individual personal transport vehicles to be totally accessible to most all impaired persons, the aged, and the young, as well as, be drivable by those, who are capable, enjoy and/or freely choose this option. This will improve the individual's personal freedom of travel to any place a vehicle can go as well as, make these travels safer for all. [0078] This is the progressive commercial development of remote control to more complete robotics systems to include the smart cars and interactive highways for the car and truck industries. While, this application specifically details the hardware to perform these remote control functions for all equipment, it will also, describe all the protected accountable systems PFN/TRAC, detailed in all the other related applications, that are needed to marry up to society's laws, rules, and regulations, as well as, society's institutions, organizations and capital economy to best commercialize acceptable remote control and/or future full robotics systems. [0079] This summary has concentrated on land vehicles with wheels. This will also be the case throughout this application in giving examples of remote control capability, but in no way are the related systems and innovations confined only to the auto industry. The innovations contained in this application will provide remote control capability for every piece of equipment and machinery anywhere, as well as, provide systems to monitor control and provide accountability. Most all physical actuating components that will perform remote control functions on any piece of equipment will be described, illustrated and/or detailed with their part numbers if applicable along with their altered innovations in illustrations. [0080] Since the future is destined to have people living longer it is going to be necessary for robotics systems to provide needed services to keep individual freedom at a maximum for all. With the use and development of these innovations there are many decisions and provisions that have to be accounted for by society. In this application, these issues are addressed as pertinent statements along with much consideration as to the necessary elements to provide responsible remote control and accountable systems. However, the use and control of these innovations will always be decided by the ones that employ them and this will always be their responsibility. BEST MODES OF CARRYING OUT THE INVENTION [0081] Controlled Automobile Shut Downs [0082] This initial goal, as stated earlier, is to first slow a vehicle down, then stop it, and most importantly secure it, in the stopped state. To accomplish this, this technology incorporates and combines presently manufactured commercial off the shelf (C.O.T.S.) parts in innovative ways to allow for the most rapid development and inexpensive deployment of these new remote control systems to increase public safety. These first named parts are all General Motors (GM) and are presently used for the automation of a standard automobile seat. However, most every vehicle and equipment manufacturer will be detailed with a commercial off the shelf configuration or supply line set up to easily support these automated and/or remote control functions. [0083] The GM application will primarily use seat controls. Some others will use automated seat belt restraint motors, as well as, other varied automobile servo motors and varied powered actuators either motors diaphragm canisters, and/or cylinders powered by vacuum, air and/or hydraulic fluids, etc. to complete remote controlled functions. In the event suitable C.O.T.S. parts can not be configured for a particular piece of equipment from its own manufacture product line a innovative configuration from other available C.O.T.S. products or this technology will probability provide an inexpensive alternative to automate and/or remote control any such particular function. [0084] These presently detailed parts were chosen for their universal supply line manufactures and commercial connections to most all the major automobile manufactures around the world. They were also chosen, because some of them have flexible cables, and/or flat or strip gear drives of different length and applications, which allows their motors to be installed in another place from where the actuator device and/or physical structure and action is needed. Another important consideration for some of the GM configurations was their high torque capability. [0085] These first GM parts are a 12 volt motor PN (listed in FIGS. 6A-B), which has a gear reduction right angle worm drive as part of its assembly. There is also varied length cable drives, PN (listed in FIGS. 6A-B) that give some flexibility to the drive, which allows for the placement of the motor in another location from where the work that is to done by the next two parts. They are 2 drive actuators, one is a Ball nut device PN (listed in FIGS. 6A-B) attached to the cable drive that normally is responsible for raising and lowering the seat through electrical switches on the door panel which reverse the polarity of the motor. The motor is attached to the other end of the cable. This motorized ball nut device has been designed with some physical reconfigurations, electrical circuitry and has been re-deployed on and through the floor board and under the carpet to serve as a secluded accelerator pedal stop (in the prototype). This will be incorporated and protected in the floor for final products. When the circuit is energized, the accelerator pedal cannot be held down and is raised all the way up so the car can only idle which slows the vehicle down gently while still providing power for operator steering and braking. This only removes the operator's ability to accelerate a vehicle. This can be done incrementally, however, in the present prototype it has been designed to completely eliminate any acceleration by depressing the pedal when this innovative device is activated. In this first phase to restrict acceleration many different modalities are detailed in this application to complete the slowdown in the PASSS shutdown program. All the different manufactures parts are named, identified and detailed as to how they have been altered to make available versatile devices to complete this acceleration block function as well as, for all the following remote and automated control functions. However, most of the prototypes have been created from GM parts and vehicle to date. [0086] The second actuator drive is also taken from these same seat controls. It is the horizontal right angle gear drive PN (in FIGS. 6A-B), which is responsible for the forward and backward movement of the seat. It is connected to the opposite end of the same kind of cable and motor system already named, however, here the gear drive is fix mounted to an outer channel so that its drive gear meshes with a strip gear that is attached to an inner channel. So when the motor is activated the entire seat also mounted to the outer channel move together either forward and/or backwards as the polarity of the motor is changed through seat control switches. It is this dual sliding motorized channel system that has been employed in the timed and controlled deployment of the standard mechanical emergency brake pedal system for the prototype. However, the inner rail is outfitted with a slide bar hook bracket that allows for the normal usage of the emergency brake in the slide area. The slide bar also acts like a hook that applies the foot pedal when it is activated to completely stop the vehicle and secure it in a stationary position. For this slide bar hook attached to the inner rail to have something to pull against the outer channel, it has a turn buckle bolt system that has one end fix mounted to it. On the other end the adjustment bolt passes through either the wheel well and/or floor board so it can be properly adjusted for the throw of the pedal to apply the emergency brake and then it is locked down in that position. [0087] Once again, there are many modalities for this Slow to Stop and Secure function of braking the vehicle with new parts and innovations to C.O.T.S. parts and combinations. It is the explicit purpose of this application to completely detail every possible modality for every variation of vehicle to provide these remote and automated control functions. While this system in the prototype is activating the foot pedal lever, these systems are also deployed in other locations to activate the emergency or manual brake system to initiate the second phase of this technology's PASSS shutdown protocol with the vehicle secured in a stationary position. Also, in this application are various other motorized and powered automated brake application and accelerator stop or elimination modalities So, in no way should any different combination or variation of the same or similar devices and/or systems used to slow, stop and secure the vehicle in a stationary position (this technology's protocol) be considered different and/or unique. They are all a form of PASSS. [0088] For the automation of the steering, the motors, gear reduction and cable drives are the same for the GM prototypes, these same drives, or similar ones, are proposed for the Chrysler, and Ford, vehicle prototypes, as well as, for their brake and accelerator functions. The innovated device for the prototype will incorporate a similar cable hook up to its own jack-shaft drive system that can be mounted parallel to the normal steering parts and rotating shaft or surfaces so that it can drive a {fraction (1/4)} inch belt around two pulleys in this steering modality. One pulley is on the jack shaft and the other on an accessible area of the rotating steer shaft linkage, so that when the motor and cable system is activated it will rotate the steer shaft in the appropriate direction to turn left or right. This belt system is accompanied with a standard solenoid activated tensing system to allow for an operator to defeat it under appropriate circumstances. The prototype example system are GM Delco parts, that can be utilized even on other vehicles if so desired, but in no-means are they the only parts that can be utilized in this innovative manner. This Guidance System is the physical guidance system to create the second generation of PASSS and PAGSSS. [0089] Once again, it is the primary purpose of this application to provide all the major vehicle, truck, industrial trucks, track vehicles, ATVs, and other land based vehicle manufactures with innovative designs and simple solutions using their C.O.T.S. parts, where ever possible to complete all the remote control functions described through out these patent applications. So any reducing of engine RPMs and/or Controlling Powertrain Components and/or their functions as well as controlling any Braking and/or steering systems in a controlled fashion for the purpose of restricting a vehicles speed and controlling guidance and/or its use through remote control, and/or preprogrammed means (i.e., electronically through any electronic control system, programmable controller, computer and/or control circuits either IC or relay switching or series switching that can interface either with any RF signal) at any frequency and/or utilize any type of cell phone technology (i.e., digital or analog, pagers, paging chips, and/or any components that can either transmit and/or receive information) and data either alpha-numeric or voice commands or any data stream (i.e., analog or digital including infrared, laser or light wave transmission) or any modulation of these types of signals for the purpose of electrically activating from a remote location any solenoids, servo motors and/or electric pistons or controls for fluid air or vacuum driven motors, valves, and/or any pistons and strip gears (i.e, hydraulic and/or motorized ball screw type of power transfer mechanisms) as well as, hydraulic or air driven either on-board an OEM host vehicle or added to the vehicle machine equipment for the purpose to control the following standard mechanical components (i.e., cables, linkages, air flow gates, and/or valves, i.e., butterfly valves and/or valves that control gasoline, propane, and/or natural gas or diesel fluid flow lines) as well as any, hydraulic (i.e., power steering, transmission, pressurized plumb) circuitry either OEM or redirected that can serve as a controlled energy source, and/or any add on bottled pressurized gaseous systems or compressed pumped air systems either OEM and/or added on that are used for the express use to energize and/or de-energize any and/or all the above mentioned and application devices parts and/or components for the expressed purposes of either to slow down, guide, and/or stop completely in a secure stationary position a mobile vehicle, as well as, limit and/or control any functions from any remote control devices as have been described herein, and/or effecting any components by gating or regulating and/or redirecting or reducing and/or stopping the flow and varying any flow and/or pressure in any fuel components, braking mechanisms or systems and/or steering components and/or functions or any of their component mechanisms fall within a PASSS and PAGSSS scope. Also, any enabling and/or disabling of any of the standard manual components (i.e., pedals for acceleration, and/or braking systems, either service and/or emergency systems and steering systems as well as any levers handles catches, latches and latch releases) that can be made to effect the engine and/or motor RPMs, or vehicle speed and/or stopping and steering activities and/or effect any general usability of a vehicle machine or a piece of equipment affected by preprogrammed functions and/or from a remote location through any of the above mentioned transmitting and/or receiving devices that can be interfaced with a host vehicle for these purposes no matter what the range and type of RF signal phone or communication technology, light transmissions or pager transmissions. [0090] These complete descriptions of the mechanical design and configuration are being given to make clear that this invention and any and all of its configurations existing as C.O.T.S. parts presently are considered unique, when used to control vehicle speed, braking and/or steering in these automated PASSS and PAGSSS shutdowns or in any other automated function described within this referenced application in any vehicle, machine, or equipment applications if it is done for remote control applications and/or any preprogrammed and/or for any safety consideration described herein with and/or with out accountability and/or security protocols and/or in any protective encasements. Even though the invention seeks to meet the public's immediate needs economically with these readily achievable C.O.T.S. products in as quick and safe a manner as is possible, it also, maintains and claims completely that any automation or remote control of any of these aggressive functions stated herein, that are performed by present or future remote control, and/or preprogrammed controls be they interfaced C.O.T.S. circuits or devices and/or any integration of circuitry to be still part of this technology, when the same mechanisms and systems, e.g., for: speed control, steering, braking and power plant disablements perform the same: I II III Warn/Guide/Slow, Sto and Secure Kill the Engine in one position, [0091] This three-phase shutdown protocol for an automated and/or remote control deactivation of automobiles or vehicles is a major part of this technology's nature and scope claim for all the applications involving remote control vehicles, this technology's Mobile Application Specific Management Program (MASMP). [0092] Of course, at this point it is important that any device that can increase the speed of a vehicle whether mechanical or through any electrical means if only a electrical transdusive device, i.e., potentiometers, field weakening systems, silicon circuit relays SCR systems and/or any controlled chemical and/or molecular interaction that yields and controls the provision of energy to a power train and/or controls that power trains delivery of power to propel and/or restrict and/or detain a vehicle or any stationary equipment control for any and all the above purposes, reasons and the scope of all the related patents and/or any controlled device to control a vehicles speed function falls within the nature and scope of the invention when it has been automated for any of the already described reasons and most especially if it is done with memory storage for accountability and/or is enhanced by a secure and/or secluded encasements, like this technology's PFN and TRAC software systems. (Note: Because the nature of these inventions is to combine and universalize the use of all associated technologies; any and all compatible and/or unique designs by others that either parallel these inventions and/or add some versatility and/or uniqueness will be given every opportunity to commercialize their product and/or incorporate and/or merge their business as might be possible to full fill the public's best interest if there can be a reasonable and mutual commercial and financial venture agreements.) [0093] Presently, in this application, complete descriptions of all these developments will be given by the mechanical systems they involve as described and depicted by the following drawings. These diverse remote control and automated claims of interface is being done to help commercialize responsible remote control and to give value to all of this invention's devices. [0094] These are the present systems and parts that are being used in the prototypes and demonstration units to automate slowing, guidance, stopping and securing functions for the automotive industry as part of the PFN invention. Presently the slowing, stopping and securing functions are coupled to the remote control pager system already disclosed in U.S. patent application Ser. No. 08/975,140. In that application there was also described a fuel control valve system and the invention has developed a prototype of this unit as well; along with many other prototype systems and shut down protocols through experimentation. All have different qualities and properties and mechanisms, that will serve to automate control systems as they can be applied to all kinds of equipment and machinery not just the automotive industry. [0095] [0095]FIG. 1
[0096] (THIS FIRST DRAWING IS DONE TO COMPLETELY ILLUSTRATE WHERE THESE AUTOMOTIVE DEVICES WILL BE LOCATED AND THE SYSTEMS THEY WILL BE COUPLED TO AND THE MANNER IN WHICH THEY ARE CONNECTED). The following number system will be used throughout this application of drawings to be consistent with the systems these devices effect. Throttle control components will be numbered in the 100 series, the emergency brake system will be coded with the 200 series numbers, the service brake will be represented by the 300 series, the fuel system will be 400, and the transmission and transaxle will be 500 numbers, additional and accessory brake systems will be 600, the steering and guidance components will be numbered in the 700's, the rear axle will be 800 numbers and on-board electrical components sensors and control circuits will have 900 numbers, also the electrical components will have a lighting bolt indicator line in this figure while all other devices will be indicated by a standard curved indicating line to the number. And finally the reason there is duplicated numbers in this drawing is because this drawing represents the two most popular standard drive train systems, which are the front wheel drive and the rear wheel drive. This was done to give the most complete and exact description of these innovative device deployments 100 which is a throttle servo motor and/or a solenoid that can be energized to create a specific aperture or orifice opening of the throttle throat to directly effect the cubic feet of air allowed into the power plant, i.e., gasoline or diesel motors. 101 is the accelerator and/or throttle control cable that connects the pedal to the throttle valve, i.e., butterfly (This gating or blocking process) of the air flow can be accomplished by a number of devices and any such devices, e.g., even expandable bladders are considered within the scope of the invention, when any such device is used to control the engine rpm or are a part of any automated control system or shut down. 102 is a standard cable with a junction box that interrupts the cable from actuating the throttle valve. This is done by a solenoid releasing a seesaw lever, or a set of interlocked double discs or cam devices that is completely described in additional drawings FIGS. 7A-F. Also, in this drawing there is a standard cam system housed in a similar cable junction containment which accomplishes the same lever action result. [0097] [0097]103 shows a pedal stop mechanism that restricts the driver from depressing the accelerator pedal and/or activating any linkage to increase engine RPMs, i.e., gear-nut drive, worm gear, ball screw or screw drive, angle or right angle gear drive, piston mechanism, i.e., hydraulic, air either from a compressed gas bottle and/or accumulated bottle system or energized by any such on-board pumps and/or compressors and/or any electric memory metal device, servo motors and/or solenoids that can activate any blocking mechanism and/or catch and latch devices to hold or make stationary any moving parts that control the throttle by restricting movement. All these same devices also could be used as part 100 to control throttle position by anyone skilled in the art with very little to have these devices activate the throttle linkage or through shaft to control air flow or any earlier mentioned means that can restrict air flow to the power plant. [0098] The activation of any of these above mentioned parts will completely eliminate a driver from accelerating the vehicle by the regular accelerator controls. And also if cruise control is present it would be either electrically de-energized through the brake switch circuit with a series circuit relay or by using the same kind of series circuit relay to interrupt the main power supply to shut down the cruise control entirely. Also, the power train control module PCM could be directed to de-energize the cruise control on most all vehicles and/or simply be mechanically disengaged from the cruise control's capacity to accelerate the vehicle though interfering with any of the physical control mechanisms, i.e., linkages, cables cams, valves with the same modalities described for the standard acceleration and throttle system interruptions. This is the FIRST modality sequence to slow a vehicle down for either remote control or preprogrammed automated controls and it will be completely described and illustrated in this application, along with all the ways to SLOW and STOP a vehicle, as well as, secure a vehicle by either of the brake systems which are automated to be applied through an electrical current or signal from being sent from above referenced control systems termed as a PFN. There will also be other locking systems that keep the vehicle in a stationary position and/or also slow and stop the vehicle by engaging or disengaging drive train components electrically. And, of course, all these functions can be performed in real time with accountability through this technology's TRAC software. [0099] The 200 series parts and/or innovative devices, in FIG. 1 comprise the standard emergency and/or parking brake system, which when coupled to the 100 series parts will comprise a complete detainment and securing system—first slowing the vehicle by eliminating any acceleration through the (100 series parts) and then implementing and applying the brake through the (200 series parts), bringing the slowing vehicle to a complete stop with the brake secured and applied so that the vehicle can not even coast or roll while unattended and/or under any improper control and/or unauthorized control. There will be additional drawings showing the circuitry and mechanical parts of all the 200 series parts and innovative devices. [0100] However, at this time it is important to point out another uniqueness to this automated braking system and protocol, which will be incorporated in this automated series circuitry described for this brake application if so desired. It is that the brake will automatically be applied if the drivers seat switch reports no person present by opening a circuit and/or the driver's door and/or any door is opened while the wheel sensors and/or any motion sensing device is reporting vehicle movement and/or if the engine is running. A driver warning will also be given as is standard in many vehicles today, however, this technology is capable of providing this driver notification in verbal warnings, as well as, IP lights, LCD displays, buzzers and bells. It is also possible to activate these braking systems by the seat belt switch but it is possible a driver might just be readjusting the harness an falsely activate the warnings and brake slow down. The proper protocol or safe program for these and additional uses will take into consideration specific vehicle configurations and real life circumstances. Experimentation thus far for this protocol has demonstrated greater safety for the Off loading of passengers in the rear seat of the standard sedan, by preventing movement of the vehicle, while any door is open. Also, the car is immediately sent into emergency brake application mode if the driver or occupants are bailing out of the vehicle. This was designed to for the unsafe unattended auto theft scenario when the irresponsible thieves generally leave the stolen car running in drive as a mobile distraction to tie up police pursuit while they make a getaway on foot. With this technology's shut down protocol, when the thief bails the car stops, allowing the officers to mindfully pursue the culprits only. Once again, this protocol is accompanied with audio warnings and verbal warnings and hazard lights and information signs as well to inform law enforcement of the process. In most cases law enforcement will be knowledgeable of this protocol and be responsible for the activation of this shut down protocol command, whether it be initiated by the police or some cooperating commercial monitoring and remote control service. [0101] The emergency Brake (200 series parts) are: part 200 displayed as a cable tension mechanism comprised of an inner and outer channel where the inner channel has a strip gear attached to it and meshes with a rotating gear either attached directly to a motor shaft or a gear transfer box as the systems mentioned earlier that is attached to the outer channel. With the rotation of the gear attached to the outer channel the inner channel will move back and forth as the rotating gear travels across the strip gear that is connected to the inner channel. When one of these channels is attached to part 207 the rear wheel parking bake cables and the other channel is attached in a fixed mount to the car chassis—when this mechanism is activated in this scenario it can either tense the cables applying the brake and/or relax the cables releasing the brake (for a motor application this would be accomplished by reversing the polarity on the motor and the same seat controls are used for this prototype). [0102] For a solenoid application with just sliding guide channels this would be accomplished by energizing and/or de-energizing the solenoid and having spring tension to accomplish the reverse function. Of course, methods and parts to be decided by the specific vehicle and any leverage consideration to achieve this electrically energized mechanical activity. 201 is representative of either a hydraulic or an air and/or compressed gas driven piston system. Its ram and the cylinder base would be attached to the same attachments points as the part 200 strip gear channel tensing system which is also true for part 202 and 203 which all share piston configurations, but rely on different mechanisms and power sources to complete this task. That is why these parts are displayed in parallel in FIG. 1. Only one of these parts would be necessary to complete this tension function of both rear brake cables in a simultaneous manner. This is a push/pull action. [0103] It is to be noted that all these parts 200-203 could be designed to work in the 100 series part functions and to alter and/or effect changes to the cars throttling system as well. Presently, some air piston throttling is done in car racing sports with a compressed gas bottle to energize a piston that effects the throttle. It is conceivable to use these mechanisms reconfigured for these functions to control a vehicle and to restrict its use and/or remotely control its speed using these devices as actuators; and solenoid valve to electrically energize desired flow. It is equally important to remember that most all types of vehicles can utilize either this modality and/or one of the other modalities detailed in this application to apply any of the cable brake systems on a vehicle and throughout all these application specific effected parts and their numbers will be named whereever readily known. However, the detailed modalities described herein and used are the uniqueness even without any detail with specific affected OEM parts and their numbers accompanying the drawings. [0104] First, the 100 series systems will slow the vehicle and the 200 series will stop and secure the vehicle in a stationary position. Part 201 could receive its energy to function from either an emergency canister of a safe compressed gas as already mentioned, e.g., CO2 or dry air or its energy source could be provided by a small air compressor system like the ones used on cars that have air ride suspension systems for a softer and/or more responsive suspension, e.g., Olds Ninety-eight from the year circa 1987 to present. This is only meant as an example, any standard on-board compressor system could easily be regulated and electrically directed through 12 volt solenoid valves, i.e., Bellows corp style and Air equip. to complete these desired tasks. In fact, specific parts and part lines are only mentioned here to demonstrate the easy commercialization of these needed advancements through the readily available C.O.T.S. parts that can be easily obtained and reconfigured and combined to complete these unique functions, but this should in no way be considered the only way to complete these functions. These all can be reconfigured to work with remote control systems and/or be electrically controlled. [0105] Part 201 if energized hydraulically could be served by the power steering pressure and/or an automatic transmission hydraulic pressure and, of course, regulated with pressure relief valves and electrically controlled valves, e.g., Vickers products, and/or the Waterman valves used in the industrial truck of fork lift industries which have 12 volt solenoids for the auto and applicable industries as well as many of the solenoid valves already in use in the auto industry for many of the transmission applications, etc. 201 could also be energized by the standard service brake system where through normal applications of the brakes an accumulator or blatter is pressurized to an adequate pressure to work the piston with specialized seals for brake systems and regulated by relief valves and controlled solenoid valves, i.e., Micro lock company line, also there are a lot of specialized racing companies that manufacture electric wheel locks energized on brake pressure. [0106] [0106]201 could receive its service brake fluid pressure from a modified ball screw piston modulator valve like the ones used in the new GM cars to control brake fluid pressure to each wheel in their antilock brake system. This modulator valve is referenced in FIG. 1 as part #301 and the modification and all other uses as they apply to these innovations of this ball screw piston valve system will be described completely when part 301 is described. However, to develop the pressure to work the 201 piston and any other automated pressure needs that have not been created by the master cylinder an electronic micro lock would be placed between the valve and master cylinder so that when energized will block the return of brake fluid back to the master cylinders reserve as illustrated in FIGS. 14A-F as part 397 which will allow the motor pack when energized to raise it respective pistons to compress the fluid in their cylinders. This is a fairly simple manufacturing change to an already existing part to achieve automated pressurization of the service brake system. There are other manufactures using brake modulators that can be converted to an electrically controlled automated brake pressure system to apply the brakes in a remote control scenario. [0107] Another simplistic way to achieve this pressurization of the service brake is to install an automated master cylinder either incorporated through the power brake system and use either vacuum or hydraulic assist, i.e., power steering or transmission as is often done in the fork lift industry for power assisted braking and activate any of the actuator devices already described in the manner in which they are described, i.e., pistons, etc. The activation of the master cylinder and/or any additional automated parallel master cylinder installed in the circuit, specifically for any of these automated purposes, can also be achieved electrically, i.e., solenoids, electric cylinder, i.e., memory metal pistons, motor driven ball nuts, ball screws gear drives or gear transfers, as well as, any worm drive affixed to the master cylinders piston plunger directly and/or through activating any of the pedal linkages and/or cables to compress the fluid in the cylinder chamber. All of these devices have been and will be completely described but are being referenced here as varied applications that can be employed to achieve electrically controlled push pull functions and later rotation functions for the automated steering and other rotation functions. [0108] Part #202 represents a motorized mechanical ball screw-nut-worm gear piston application for this cable tensing function there is many such devices and manufactures of these devices and systems. Many of these product lines can be found through companies like Invetech American Bearing corporation along with complete literature to there specifications and functions. Part 203 illustrates some new electric pistons sold through Tech magazine and Digit Key Corp.; both are large mail order houses for electronic components. These are memory metal pistons which are not practical at this point for the brake tensing function, but might be in the future. They are mentioned at this point for their pulling action and piston configuration. And they are mentioned here because they have other functions involving this invention, primarily to electronically controlled catches, locks, and/or latch releases for the PFN and secure containments where these pistons will operate access panels and doors electrically through command codes given and received by the inventions communication and/or control circuits. Part 204 pictures a gear nut drive mounted under a hand pull parking brake lever which pulls part #208 which has a cable that is connected normally to the two rear wheel emergency brake cables where part #200 through 203 are positioned and illustrated in FIG. 1. Any of the other devices displayed earlier, i.e, pistons, worm gears, ball screws, solenoids gear drives and motors can also be configured and ultimately displayed and described to complete this function as well as activate this lever from different angles and/or attachment locations and chassis or frame mounts making any such device that automates the manual function of the hand held lever parking brake lever within the nature and scope of the invention. The pedal stop gear nut numbered 103 in figure one and is completely detailed in FIGS. 6A-B which is also the one used in the first prototypes for the hand lever. [0109] Part 205 is shown to also connect to part #208 and it is an illustration of the standard foot applied emergency brake that assembly that has been modified with the same strip gear tensing device depicted as part #200. 205's function would be to pull the pedal down to apply the brake and also to return the pull down arm to release the brake so that when a responsible operator releases the brake cable it will relax releasing the rear brakes, another push/pull function. It is this mechanism that has been chosen and will be used in the prototype and demonstration units to commercialize these technologies. Once again all other earlier described systems can be most easily configured to achieve the automation of this standard foot pedal parking brake assembly. Also, the regular emergency brake ratch assemblies can be motorized with a gear drive and controlled electrically in the same manner. Note that in most vehicles only one of these innovations would be used with respect to how the OEM has set up their parking brake system. The OEM's set up would dictate the appropriate modality for the least expensive and most ideal configuration for these innovations to be employed. [0110] The 200 series parts and innovations are responsible for continuing and controlling the slow down process and ultimately securing the vehicle in a stationary position. The 100 series parts and innovations eliminates any acceleration of the vehicle and begins the controlled slow down. It is the use of these two combined systems that the first prototypes and demo units will be constructed from. This will employ the 100 series device of the pedal stop ref # part 103 in FIG. 1 by using a typical seat control motor, drive a gear nut cable which in turn drives the gear nut to elevate a stop on a shaft off the floor board which is concealed under the carpet to stop the accelerator pedal in its highest position to keep the engine at an idle state. The elevation could be controlled to allow a specified certain capability to accelerate through the earlier mentioned control systems 900 series and onboard sensors on the vehicle, i.e., speed sensors 900 series parts, i.e., wheel and/or transmission. As referred to above the second stage 200 series will continue the slow down to a complete stop and secure state of the vehicle. This will be accomplished in the prototype and first demo units by applying the foot brake with a strip gear and inner and outer set of channels driven by another seat control motor and drive cable connected to a power transfer worm gear drive, i.e., like the one used in GM cars as a horizontal adjuster drive, in fact this whole mechanism, channels, slide buck bushings, cable drives, horizontal adjuster drive gear, are the C.O.T.S. parts for the first prototype. This and the nut drive that is the pedal stop for the accelerator are all C.O.T.S. parts and are used through out the auto industry as automated seat controls. However, when used for these unique uses to slow, guide and/or detain a vehicle either remotely, preprogrammed and/or by any series circuit relays activated by on-board switches and/or sensors to increase any safer operational level for vehicles machines and equipment as well as, control any of their use for any financial economic and/or environmental reasons, are all considered unique as thoroughly detailed and made to all fall within the nature and scope of these innovative patent applications for accountable remote control and robotics. All these already existing C.O.T.S. parts and devices will be described, illustrated, identified and named in these applications. The C.O.T.S. approach has been done deliberately to more quickly deploy these systems to save lives today. [0111] The 300 series parts and components involve the service brake system and how it could be used in a similar manner as the emergency brake to complete a controlled slow down to a stop and secure the vehicle in a brake applied stationary position. The advantages and disadvantages will be described and illustrated completely as well as, all the parts and innovative mechanisms in FIG. 1 and subsequent drawings. Part #300 illustrates the master cylinder and brake pedal location. This part and assembly has already been described in the automated state by using some of the 100 and 200 components and will subsequently be described in greater detail with drawings to illustrate and name the specific parts and innovations for each of those systems in this formal application. 301 was also mentioned earlier and is the brake modulator valve body that has 3 motors in a motor pack and is currently being installed on late model GM cars form 1997. This system will be modified in accompanying drawings to activate the service brake system without using the master brake cylinder pressure which is not the case in the present version of this ball screw 3 piston assembly. [0112] Presently the valve only can utilize whatever pressure the master cylinder creates and will go into bypass mode at any pressures greater than what is generated by the pedal being applied. As for normal service situations this would remain the same, but in the event that the vehicle needed to be slowed down through the service brake's system the return bypass relief would be blocked as the ball screw pistons were activated and a regulated flow controlled through either a preprogrammed EBCM electronic brake control module for the current anti-lock system and/or channeled through another valve body and controlled by other control circuitry either on-board or added on as the devices described throughout these applications for the invention. After 301 the modulator valve, parts 302, 303, 304 and 305 illustrate the brake fluid lines going to each wheel, respectively. 302 is the right front wheel brake line. 303 is the right rear wheel brake line. 304 is the left front wheel brake line, and 305 is the left rear wheel brake line. In reference to these brake lines if an add-on system was to be employed that created brake pressure either by accumulating pressure and storing that pressure in an accumulator or bladder or canister controlled by electric solenoid hydro-locks or if an additional automated master cylinder was employed and activated as described earlier the equalized pressurization of brake line part 303 and brake line part 305 would be the best mode for completing a safer controlled brake system application. [0113] [0113]306 shows rear disk brakes. These disk brakes could be outfitted with an electrified magnet with an abrasive wear surface disk or plate that is supported from the caliper anchors and rides close to the disk and works by trying to hold the wheel disk fast and stop the wheel rotation. A C.O.T.S. substitute for this would be the electric trailer brakes set up made by Bendix, which would be configured to be equally effective on the rear two wheels rotation through matching the wheel rotation and individually energizing the braking magnets. Once again speed sensing devices on the car along with the OEM control and the invention's control circuits will be interfaced for the least expensive most effective modality for any specific vehicle and will be continually describe throughout these applications as specifically as possible. 307 the standard drum and brake shoe set up. These drum and shoe brakes could be modified to accept any of the earlier described mechanism to activate and expand the shoes out to the drum surface by, i.e., cams attached to gear drives, pistons, solenoids, as is done with electric trailer brakes and pulsed through a preprogrammed circuit that receives vehicle speed data and equates the on/off time or amount of current to be applied. These will also be completely described in subsequent drawings. They would be fix mounted on the backing plate dust cove on the stationary end and the actuator portion of any of these devices would be fixed to the emergency cam lever free to travel normally when not in the active state. [0114] Electrical Vehicles and Machines [0115] In this 300 series section, the invention foresees a use for different kinds of braking systems as a possibility to conserve weight in the emerging electric car industry. The use of a wheel generator attached to each wheel could accomplish a number of functions as its fields would be energized for a braking mode. First the inertia of the car would be slowed by the load it will take to generate electricity which would also charge any electrical power storage system, i.e., battery. As a result the distance an electrical vehicle can travel will be lengthened in an efficient use of the inertia from the car to generate and store additional electrical power. To take this one step further, it is well understood that DC electric motors can be electrically configured to generate electricity as well in a reverse function. So the advantage here is that the same drive motor could be configured to be part of a generating braking system through switching fields thereby creating a complete electrical drive train and braking system, which saves parts and weight with the switching controlled by the accelerator and brake pedals. This will allow for an easy conversion to automated and remote control scenarios electrically. [0116] In an all-wheel-drive, four, two, three motors and the like could be employed. Four motors if each wheel is to be outfitted separately for some all-terrain applications with their own final drive gearing. It is also possible to use a three motor configuration if just the front two steer wheels are outfitted with motors to give drive traction and the rear two wheels would have posi-traction or a limited shift drive axle with both wheels powered through a standard differentials with a single motor attached to the input shaft of the differential. Just two motors could be employed if the motor drives were on the input shafts of the final differentials for the front and rear drives. For standard two-wheel-drive, just one motor that either drives through a differential for the front or rear set of wheels, but in this case and the last one mentioned. The two motor four-wheel-drive for the braking function properly the differential would have to be either a limited slip and/or fixed differential. For front wheel drive at least a limited slip to allow for tuning and in this case probably other braking systems described in the invention will be incorporated cost effectively to assure a smooth control in the braking process to accomplish the stop and secure scenario and sophisticated remote control. Of course, any number of motors may be used, depending on how many wheel systems and power/torque is desired. [0117] These standard final drives are detailed in this technology with electrical motors, and controls because, this is the evolution of the auto industry to utilize a drive by wire technology. So the control of these circuits and components was foreseen early on that will control speed, braking and steering will all fall with in the nature and scope of this technology to provide responsible and accountable remote control through any electrical and/or mechanical means. Also, with the electronic OEM wheel sensor controls and modules, e.g., electronic brake control module anti-lock system of today only the voltage considerations should be reconfigured and instead of activating any modulator valve it would just send its directions to an EVC module. An electric vehicle control module mini computer or controller that through silicon relays diode thyrister field weakening systems and field switching system would through its preprogrammed soft ware would direct the sending and retrieving of power discharged from the battery and generated from the vehicles inertia. This will save parts and conserve energy by the EVC1070 ability to direct current and the polarity from the motor generator switching circuit through readily available current sensing IC circuits available today. This EVC1070 control module will have this technology's PFN/TRAC system. [0118] Many of the familiar standard driver controls of today, i.e., accelerator and brake pedals and steering wheel will be apart of the electric cars of tomorrow and other energy alternative vehicles. These innovations completely and fully describe and detailed in this application and the preceding ones can also be used on these new vehicles. [0119] This next section, the 400 series, will presently be completely given extensive description and illustrations. Part 400 is the standard fuel pump assembly for today's vehicles. It comprises an electric fuel pump with a strainer and fuel level float sensor and in some cases a bypass valve. The control of the fuel pump is performed by controlling the power train control module circuit to the pump and not either though the interruption of the fuel pump relay and/or any other direct interruption of electrical power sources to the pump. There is in most cases two circuits that can supply power to the pump. While it has not been the intent to utilize the pump as a primary slow down mechanism and/or the direction for the experimentation and development of this invention technologies, the invention does discuss in detail certain technology unique to controlling the fuel pump and pressure related devices and timing control devices in a fuel injection system and throttle body injection system in a safe manner and presently claims them as. This filing of the invention's technology concerning the control of the fuel pump that was developed through the testing of other unique circuits and devices that interface with an OEM's electric pump and the vehicles onboard control systems and which are effectively used to slow and stop the engine are going to be described completely. These will be shown to do so in a unique way to anyone skilled in the art. These unique innovative methods are completely described and will be forthcoming. [0120] This invention's unique process allows the interruption of the fuel pump and/or injectors without running any specific separate engine timing software program that times the injectors to achieve the smooth slow down of the vehicle. In one modality it employs the above-mentioned 1000 series trickster circuits to control the fuel and spark timing through simple inexpensive relay controlled pre-adjusted resistors and/or preset pulse generating IC chips to send the desired electrical signal from an interrupted sensor to trick the OEM electronic module system. But makes no changes to its hardware and software, i.e., power train control module, injector control module theft deterrent module, and the ignition module. The desired signal is determined by taking a reading of a sensor in the RPM and RUN state desired. Then adjust the variable resistors to a multi-meter readings for analog voltage and/or tune the pulse and/or width of the signal with an oscilloscope for any digital data streams to the desired respective frequency or voltage level. The resistor or chip is wired most generally to a double pole double throw relay, that either gives the OEM sensors signal for normal operation or disconnects the OEM sensor and sends the trickster signal that makes the module software adjust to a predetermined desired level. [0121] The sensor circuits interrupted most generally for this slow down process and specifically in this modality are shown in FIG. 1 as 900 series part locations and are normally OEM sensors. These sensors will be detailed later along with circuit designs displayed so presently they will only be named and referenced to FIG. 1 for locating their function and purpose. 920 is the throttle position sensor that gives a electrical signal data as to the aperture of the throttle valve to the power train control module and ignition module for the purpose to adjust the mixture of fuel. 921 is MAF mass Air Flow sensor most time located in the air horn and not appearing in FIG. 1, but in subsequent drawing #11A-B part 142 it also provides information to the PCM for fuel and emissions controls. 905 represents the camshaft sensor and also sends its signal to the ignition module and the injection control module. 906 is a distributor induction pick up and also is used to control engine timing function ignition and fuel. 904 is a standard fly wheel sensing design used frequently on Jeeps 907 is a harmonic balancer sensor once again both of these sensors are used for engine timing. In most cases, only two of these sensors would require the 1000 series trickster circuits to achieve the correct electrical setting to achieve the slow down. This has been coupled to the earlier fuel valve system 403 or any of the unique ways to interrupt fuel flow by tricking the ICM and the PCM to send less fuel by the 1000 series trickster signals. As an augmentation to this system there can be an automated gate valve controlled by solenoid or servo motors and/or any of the actuating devices already referenced either mounted as an addition to the front of the air horn or anywhere in the air horns intake passage to gate and thereby restrict the cubic feet of air to a preprogram level that is electrically controlled by the invention and activated in conjunction with the 1000 series trickster circuits to control the spark and/or fuel to keep a balance mixture with the restricted air flow. Alternatively, any of the above described air flow controls effecting the OEM throttle could be employed. [0122] In continuing to describe FIG. 1, 401 is the fuel tank, 402 the fuel supply line, 403 depicts an in-house innovative accessory an earlier design of a valve which has already been explained and described, and therefore, will only be referred to as it pertains to interface with other new innovations or as might be necessary to clarify its uniqueness from any other related patents granted and/or any pending applications making claims involving fuel system parts. 404 is the injector control module and will be discussed and how this invention if employed uniquely alters the modules functions and injection system. 405 in the front wheel drive motor location is the injector rail. 407 in the rear drive motor configuration is an injector of which there is usually 4, 6 or 8 to equal the number of cylinders. 408 is the fuel regulator on the return line to the tank to maintain adequate fuel pressure. Another unique device that has been developed in the testing and experimentation of the fuel valve part 403 is an automated fuel regulator that, through an electronic solenoid or motor or pressure activated, can be a variable relief valve that when it is activated and deactivated can dump or increase the fuel rail pressure that result in slowing the vehicle down. Experimental units have been used with the earlier discussed add-on air horn gate valve to better balance air fuel mixture for yet another smooth slow down, and/or in other device couplings used with the 1000 series circuit to augment timing irregularities for yet another smooth slow down. This automated and/or variable regulator will be illustrated and described in further detail as a possible augmentation for some vehicles to achieve a smooth slow down. [0123] The 500 series innovations will be parts and devices that control transmission and/or transaxle (i.e., front wheel drive vehicles) functions that can first slow a vehicle down and ultimately engage the park pin through solenoids and hydraulic dump valves for hydromatic/hydraulic/fluid drive and/or hydrostatic and/or automatic transmission. Also, this section will describe how a standard or manual transmission with a hydraulic clutch, and/or a mechanical clutch assembly with cables and/or linkage can be disengaged and engaged to first slow a vehicle and stop its motion if detected by any vehicle wheel and/or transmission speed sensor. The complete slow down and stationary stop protocol of this technology will be completed with the motor shut down and the clutch will be engaged to use the motor to brake the vehicle. The transmission is locked in gear from a solenoid latch which is activated, when the clutch was disengaged to slow the vehicle. So now when the clutch is re-engaged after the motor has been disabled at a creep speed it will hold the vehicle in a stationary position. With the automated engaging of the clutch in most all manual transmissions, today cars will be prevent from re-cranking their starter motor, because of the safety switch on the clutch which will be operated in the appropriate manner physically or simulated with a trickster circuit from this technologies of trickster circuits 1000 series. [0124] These devices and innovations are the same design as those used for the 300 series service brake system to activate and/or create brake pressure as these hydraulic clutch mechanisms usually use brake fluid. However, if they are hydraulically assisted as is the case in some instances the earlier hydraulic device actuators and electronic controls would be employed. If the clutch is a mechanical either cable or linkage controlled device the 100 and 200 seat controls and other earlier described actuator devices would be employed. For other vehicles already using electronic signals to control shifting and/or transmission functions through OEM solenoids and/or servo motors. These signals would be interrupted and/or augmented through either any on-board control module PCM and/or any add-on control circuitry and preprogrammed software already discussed extensively but will be further illustrated and explained as to the transmission function to slow and to stop a vehicle. [0125] Slip Disk Drive Train Interrupter [0126] Part 500 represents a solenoid or servo motor to automate the functions on a transmission in FIG. 1. 501 depicts another innovation that will for the most part be comprised of C.O.T.S. parts. It is an electromagnetic surface magnet grooved clutch disc that is attached to the fly wheel which is bolted to the crank shaft of the motor. The motor flange housing that mates with the bell housing has brush paws that make two circular rotation contacts on an separated circuit insulated disc that is attached to flywheel with the magnetic clutch device so positioned so that it can easily be repaired through standard access ports for a part failure and/or bolts can be installed to return the vehicle to an attached flywheel to torque converter configurations for any reason. The torque converter has bolted to it a flexplate and/or an acceptor plate with a matching grooved surface to accept the electromagnetic clutch disc and engage the torque converter transmission hydraulic pump, and input shaft to the transmission. The earlier mentioned brush paws would be connected to ground on one brush paw and an interruptible 12 volt service from this inventions control circuitry would be supplied to the other brush paw which would energize the electromagnet clutch disk and drive it with the rest of the above-mentioned powertrain. Other applications are for fly wheel inertia vehicles and the electric wheel technology not just for remote control function but to better control the transfer of energy to the wheels and/or other industrial applications. Racing applications for quicker starts and definitely in engine repair as to easing the extraction and installation labor in removing all the standard torque convert bolts from the flex plate, for this system. There will be complete drawings and descriptions of parts and innovative design modifications. This also is a unique device for other machinery and equipment to disengage any power transfer system. [0127] Part 600 is an illustration of add-on brake system to slow and lock up the drive shaft. This configuration balances the internal drum to function well at the RPMs that the automobile requires. However, this drawing is another ideal place to show the position of such a standard braking device which is extensively used in industrial settings such as heavy equipment fork lifts, and even stationary machinery that have shaft to gear and cam drives, i.e., presses, paper cutters HI Die's and metal stamp machinery. Part 601 is a more practical application of an add-on drive shaft brake system and is used by some truck manufacturer and especially in the past. It is a disc that is attached to the drive shaft which is much easier to balance for high revolutions with the caliper mounted to the frame or more preferably the differential to ride more consistently with the suspension and stay more true to the disk and the shaft it is mounted on. However, the best location on an automobile and/or truck would be close to a center shaft and bearing and/or fixed rear mount transmission. Once again this braking device gains most of its uses in the heavy equipment, material handling and industrial settings. Because these brake devices share many of the mechanical and hydraulic components as the service and parking brake systems already described they too would use the 100 and 200 series actuating mechanism with the control circuitry that has been explained. [0128] The 700 series involves a detailed description and development of remote control steering that will be commercialized in a specific manner and over a period of time. These device innovations to be automated for remote and preprogrammed controlled steering will be discussed in the progression that they are to be commercialized in the safest manner possible especially in the automobile industry, first PASSS, then PAGSSS, then robotics driving. There is a great need to control vehicles that are operating in a dangerous manner and along with slowing and stopping them an automated guidance system can increased some margin of safety to these already destructive situations in a lot of circumstances. [0129] Along with the automotive applications some of the other types of power steering used industrially that will be automated will be describe in figure one briefly and covered in more detail with illustrations in the formal application. Presently in figure one these elements will be named and described clearly enough that anyone skilled in the art can easily visualize and create these innovations for the most part from the C.O.T.S. parts already in service in different applications today as described presently in the following modalities. [0130] 700 Series Steering Systems [0131] Because of the many different steering systems, manual and power steering for vehicles and equipment, a little time is going to be taken presently in this introduction (FIG. 1) to detail the steering systems that will be in this formal application. And all the provisional and experimental devices and prototypes will be given some detail. [0132] Part 700 represents a standard pinion, or a steering gear. It also could be a standard orbital valve that guides the hydraulic fluid to one side of the cylinder to dive a ram with a center mounted piston in a desired direction to steer the wheels, i.e., forklift industry and highlifts. Or, once again, as a pinion steer gear would drive the rack in the cylinder mechanically, while directing the fluid flow to power assist the piston rack in moving the tie rod ends to steer the wheels. In the industrial truck and forklift industry the orbital valve or the hydraulic control flow assist valve could be part of a steering wheel gear box assembly like 703 a power steering gear box, i.e., Saginaw ball screw steer gear box with a directional valve and is hosed to an assist cylinder to aid in a mechanical steering system. 701 represents a piston. Also, 703 is a power steering box that is assisted hydraulically. [0133] However, in the normal automotive rack and pinion steering the steering gear will be all one piece with the rack within the cylinder and it is this system that will be most extensively be detailed and illustrated to show how automated steering can most easily be achieved not so much by altering the OEM's systems but by adding the automated controls to them. This is why some detail is given to describe the operation of the systems they are connected to. So, throughout this application extensive descriptions on how all the other steering systems will be automated will be described in as much detail as possible. [0134] These 700 parts and locations named and illustrated are where the innovative prototypes are designed to be attached. The prototypes will provide remote and preprogram sensor control of the rack and pinion, steering gear, steer shaft, any linkage, steering wheel, and/or steer column assembly with some or all of the following parts, as they are present, altered or modified and/or innovatively provided for any and all the vehicles and equipment for remote guidance through this technology. These areas for automation will be described in detail. The first modality chosen by the invention involves the use of the 100-200 series seat controls cable drive motor electrically connected to a controlled reversing circuit as displayed in this application similar to the ones employed for the accelerator stop and the emergency brake actuator mechanisms. Which in turn is controlled by either a 900 series onboard controller (ESCM) through any controller, computer system, or comparable similar control technology, which can either be interfaced with this invention's processor circuits, computers, their sensors arrays, i.e, distance and camera communications, i.e., and control relays. [0135] The 1000 series through 1200 series interface of these innovations will all energize the motor in either direction, with varying degrees of sophistication and responsibility. The 900-1000-1100-1200 series parts and systems will be discussed in full and in sequence later in this application. Only the vehicle steering automation will be discussed presently. However, all of these series will ultimately become a part of an intricate automated steering system. With the reversing of the motor being addressed completely in FIG. 4 and the motor assembly and the cable drive changing direction through electrical control circuits it is necessary to discuss an experimental innovation that has shown some promise for automated steering applications. It utilizes the same seat control device the emergency brake pedal uses the right angle horizontal adjuster drive. This drive has been mounted on the steering gear housing and/or supported on a bracket from the steering gear rack mount bolt so that it is in alignment with an add on gear 712 FIGS. 23A-B on the stub shaft of the pinion gear. There also is a pivot end mount on the horizontal gear activated by a solenoid to tilt the gear down and mesh it with 712. Otherwise, the stub shaft will free wheel, i.e., normal steering There also is some experimental work with small Air Condition system of electromagnetic clutches attached to a stub shaft with the inventions gear a variation of 712 that meshes with the horizontal drive being held in contact with the electric clutch surface, so when energized and pulled away from the inventions splined slip sleeve or collar which is connected to the steer shaft column linkage with a special column mount. All variations of the 712 part will be fully detailed and drawn in the formal application. Both these systems will work in automated steering applications. [0136] A second modality to automate the standard rack and pinion power steering is to access any section of the steering wheel shaft and mount a gear or a sprocket or a pulley around its circumference and connected to a drive that would either mesh or be chain linked or even belt driven to the same or similar type of drive motor assembly, i.e., seat controls/horizontal adjuster drive with electric clutch, as described above and controlled in the same manner, and/or instead of a chain a cogged belt or v-belt with a shive mechanism or a locking cogged hub that is solenoid activated or electromagnetically locked in, e.g., electric clutch which gives control of the engagement as described and employed above already. There is another completely different steering modality. [0137] This third modality for automated steering involves the hydraulic piston system of steering, and in this case the hydraulic delivery lines that activate the directional throw of the center attached piston to the ram would have their fluid flow controlled through a electronic solenoid shuttle valve circuit that is energized only for remote functions through a series of Waterman solenoid control valves first to activate the remote control circuit and also to control the directions. The shuttle valve could be a dual-sided spindle type valve that would control the flow through the orifice by degrees, this function could also be activated by a ball screw piston drive that would pass thorough the center of the double pointed piston to control the flow to each side of the piston. Also these types of control valve systems will work to turn directionally any hydraulic motor system to drive a strip gear in either direction. Most of these hydraulic systems are used in industrial slow speed applications like, e.g., lift trucks, hi lifts articulating loaders. All these parts and components will be detailed itemized and completely described and for the most part are comprised of C.O.T.S. parts for the initial offerings and prototypes. [0138] The 800 series parts are various modalities to disengage rear ends and/or differentials, transaxle final drives, and rear axles to deactivate an automobile from accelerating through the final transfer of power to the wheels. And, then, secondly lock up the differential and/or final drive systems after the vehicle has been stopped and the motor has been disabled so as to secure the vehicle in a stationary state. 900 series parts—916-17-18-19 and/or 908 would serve as the monitoring devices, i.e., these standard speed sensors will report on the stopped and/or slowing condition so that the stopped state could be achieved and secured. The first modality for this altered differential would be to have a internally splined slip collar that is circumferential grooved to accept a fork lever arm that is either connected to an internal solenoid or servo motor or has a sealed shaft to an outside actuator mounted to the housing like the high low differential shifters on many trucks today. Another embodiment of this modality would be to have an engaging disc that normally road with the Bull gear and was connected to the planetary assembly which transferred the energy to the axles either by a solenoid that shifted out of the splined center hub of the receiving bull gear or servo motor and/or electromagnetic clutch, or in this case interlock. 801 displays the solenoid and/or servo motor external placements. As for the internal placements and types they will be fully describe and detailed as will these shown in figure one. The final modality 802 involves a slip sleeve either to an axle and/or in any wheel hub that will allow one wheel to free wheel as if a axle has been broken and can not torque against the other to propel the car in either direction. Once again these devices would be controlled electrically but could also be actuated hydraulically or any of the ways described extensively throughout this invention.