GR65336B

Monitoring the operation of a vehicle

Abstract

A method of and apparatus for monitoring the operation of a motor vehicle subjected to a decelerative force, wherein the vehicle's throttle opening is sensed by first sensing means in the form of electrical switches (252-1, 252-2) an indication is given by an audible alarm (414) and a recorder (412) when the throttle opening exceeds a predetermined value, wherein the decelerative force is sensed by second sensing means in the form of inclined mercury switches (286-1, 286-2) wherein said predetermined value is varied automatically as said decelerative force on the vehicle varies, and wherein further the accelerative, decelerative or centrifugal force on the vehicle in a plane parallel to its supporting surface is sensed by sensing means in the form of inclined mercury switches (604-1, 604-2), an indication is given by an audible alarm (614) and a recorder (622) when said force exceeds a predetermined value irrespective of the throttle opening.

GR65336B, drawing sheet 1 — Sheet 1 of 119

Term

Term ended

Expired 17 August 1993, 33.1 years ago.

1 claim: 1 independent, 0 dependent

1
57) Περίληψη Μέθοδος και συσκευή παρακολούθησης της λειτουργίας οχήματος. Παντανάσσης

593 paragraphs in 11 sections, as filed

5, 151 25 - Paradise of Maroussi

2378

This invention provides a method for controlling fuel consumption in cars. * There are also methods and means of monitoring and controlling car operation.

According to one aspect of the invention, there is provided a method of controlling the fuel consumption of a vehicle by checking whether or not the fuel is controlled by shifting an accelerator mechanism, wherein the method comprises providing the drive. displacement of the accelerator mechanism beyond a predetermined degree of displacement.

The indication may be provided by applying the anti-reverse gear acceleration mechanism which is increasing at a decreasing rate as the mechanism shifts beyond the predetermined degree of displacement.

* The indicator may alternatively be or at the same time be activated by visual and / or acoustic signal activation.

According to one aspect of the invention, there is provided a method of controlling the consumption of automobile fuel by which or fueling the engine of the car, by means of a gear shifting control, including a gearing mechanism, or as the acceleration mechanism shifts beyond a predetermined degree of displacement.

According to one aspect of the invention, there is provided a method of controlling and monitoring its operation.

IL · A / SSA 6907

GB, HISTORY ^ Of _ aqhnai

THA

as described above, the method comprising recording the degree of displacement of the accelerator.

The recording may measure the number of cases in which the acceleration mechanism shifts beyond a predetermined degree of displacement. Whenever the acceleration mechanism is shifted beyond a predetermined degree of displacement, a number of signals may be recorded, the number time-varying by which the acceleration mechanism is kept shifting beyond the preset degree.

* The method may include shutting down the engine when recording - greater than one predetermined number of signals, as the acceleration mechanism is kept in shift over a certain degree of displacement.

The recording thus carried out may be checked later by the owner or supervisor of the vehicle, who may have formed an idea of how each driver drove the vehicle.

The invention also provides a vehicle as above, a system which operates in response to the acceleration mechanism, indicating the driver of the vehicle, at the point of departure, when the gear is shifted.

The system may be such that the degree of displacement given to the signal is adjustable.

The system may take the form of a reverse system, which operates only when the acceleration mechanism is shifted beyond a predetermined degree of displacement. Alternatively or additionally the system may include an optical and / or audible signal wherever it operates / when the accelerator is shifted beyond a predetermined degree of displacement. "When the signal is operated / electrically, the system may include a switch which is shut down when the acceleration mechanism reaches a predetermined degree of displacement, and no signal is given.

The invention further provides, as aforesaid, an antitrust system, which exerts counterbalancing force on the accelerator mechanism at an increasing rate, as the accelerator mechanism shifts beyond a predetermined degree of displacement.

'The invention extends to the automobile as above, including a recording instrument, which records the number.' in cases where the vehicle acceleration mechanism shifts beyond a predetermined degree of displacement.

The invention further extends to a system described hereinafter, which is said to be freezing and locked in a box, can be mounted, ready for operation by automobile.

* This invention is already described in more detail with the help of an example with reference to the accompanying Drawings.

You Drawings:

Fig. 1a shows a three-dimensional view of a system according to which one embodiment of the invention; located below the car dashboard.

I? '

Fig. 2 shows a sectional view of an embodiment of the invention, mounted on the floor of the car according to the embodiment of the invention.

In Figure 1, reference vote 10 generally features an anti-roll system including a support, supported by the bolts 16 below the vehicle's dashboard. The holder has a slider screw in the form of an elongated rod 18 with a step at the lower end thereof, as shown in the vote 20. The screw end is coupled to screw arm 22 of the support 12, while the upper portion of the rod is rotated freely within the other arm 24 of the support. At the upper end of the bar 18 there is a button 26 which facilitates the turning of the bar under the driver in the position of the guide.

The lower end of the rod 18 is connected to a spiral spring by the aid of a swivel 30. * The swivel joint 30 allows rotation of the rod 18 relative to the spring around its rod along the axis of the rod.

The other end of the spring coil 28 is attached to the free end of the accelerator shaft 32 of the vehicle.

. To adjust the system, the accelerator pedal 32 is sufficiently pressed so that the vehicle can travel at the desired speed of speed such as. 90 km per hour. The knob 26 is then turned on until the driver understands the spring 28 on the V / S pedal. This is how the system is regulated.

- 3»

When the foot 32 has already been released, the spindle springs and a small rolling force is curved on the foot. * Again, the foot pressure will again move downward against the normal force field until it reaches the current setting. If the foot is pressurized to a greater extent, the spring 28, which exerts additional counter-force on the foot of the accelerator and consequently on the accelerator motor 10, begins to participate. The acceleration mechanism comprises couplings (not shown) that connect the accelerator pedal to the throttle valve of the vehicle as well as this throttle valve.

'15 'Under normal driving conditions, the driver of the vehicle senses when the foot 32 has exceeded its intended position due to the increased reverse force applied by the spring C;

Already moving towards Figure 2, voter 40 features an alternate form of a counter-action system. According to the shape, the floor of the vehicle is designated by digit 42 and the accelerator pedal by digit 44.

System 40 comprises a cut-out body 46; a spring 48 and a plunger 50. 46 presents a radial to the extensor-plane 52 and the bottom guide 54 forms

the bottom of the body. The piston has a disc-shaped head 56 at one end and a screw step at the other, characterized by digit 58. The spring 48 extends from the head 58 to the bottom of the body 46. * Twin bolt end 48 is provided. nuts 62, by any means useful as a lock nut.

To accommodate the system 40 in the automobile, an opening 60 in the floor 42 is cut below the pedestal 44 and the body is fixed in such a position that its bottom extends through the sloping opening. The door 52 is folded down to the inner surface of the floor. The system is secured to this position by means of screws 63;

In order to adjust the position where the counterbalancing force is applied, the nuts 62 are adjusted along the screw end 58 of the piston and secured to the desired position.

In operation, when the throttle body 44 is pressed downwardly as shown by the intermittent 44.1 it moves in its normal opposite direction until it meets the head 55. * When the throttle position moreover, additional force is required to compress the piston 50 against the oil -

In such a way as to operate the switch the pedal 44 was pressed downwards, beyond a predetermined distance.

* DIP 64 may be connected in series with an optical or acoustic signal in such a way as to give an additional indication to the driver of the vehicle that it has suppressed the accelerator pedal beyond a predetermined distance.

The switch 64 may also be connected to a log recorder or a log recorder (not shown) where it records the number of times a switch has been activated.

In order to give the driver or opportunity to suppress the accelerator out of control for short periods of time, that is to say, to allow the driver to go further in the car, the recorder may include a time limiter that may interfere with suppress more of e.g. 5 seconds.

The switch 64 may of course be of any suitable type such as e.g. mercury switch or magnetic proximity switch. The switch may be adjusted in such a way as to enable or disable the foot distance of the pedestrian being activated. The time delay may also be adjusted in such a way as to allow the delay time to be adjusted.

The recorder can also be of such a construction that it would have the accelerator's foot.

kept as a sad note of numbering above e.g. every 5th second. For each numbering, it can also give an audible signal. 'If more are recorded, e.g. of five counts, before releasing the foot pedal, can the recorder interrupt the operation of the vehicle engine e.g. by disconnecting the power supply to the spark plugs or, in the case of a diesel engine, by disconnecting the fuel supply.

The present invention relates to a system for monitoring and controlling the operation of a car.

According to the invention, there is provided, in order to supervise the driving of a car, a control and monitoring system for controlling the blends of the regulating mixture, beyond a predetermined degree, and without suspending the device without any delay.

For the sake of brevity, opening the adjustment mixture beyond a predetermined point will be referred to herein as overrun.

For the present description, the verb I control and monitor includes adjustment, indication, recording, completion, and other related action. The substantive has a corresponding meaning. The essential mixer regulator is referenced to the valve or operating valve or air / fuel mixture to the inlet of the chin-drive inlet of varying degrees of displacement of the engine. The verb is neglected in the operation of the blend.

The driver of a vehicle may be encouraged or compensated for in such a way that the vehicle is presented in such a way that there is a minimum of such overruns.

In particular, according to the invention, there is provided a system for monitoring and monitoring the operation of an automobile in the form of fuel or fuel - - the engine of the vehicle is regulated by the displacement of an acceleration mechanism, including the system; the degree of displacement of the acceleration mechanism, the signaling means operate in response to the detecting means and signal when the accelerating mechanism is shifted to a predetermined degree of displacement, and the means sensitive to the inclination, in order to detect the angle , when the vehicle is moving uphill.

The means for detecting the degree of displacement may be in the form of a cam operated switch.

* The switch may be of any suitable type such as e.g. DIP switch.

Alternatively, a displacement detector may be in the form of a sensitive switch with the displacement being mercury discontinuous and the pendulum discontinued. Alternatively, the detector may have the shape of a hypoelectric detector or a magnetically operated proximity switch.

The slope of the sensitive medium may e.g. include a mercury or pendulum switch.

Parallel to the tilt switch, a capacitor may be connected to reduce the effect of transient operation on the slope of the sensitive medium.

To protect the system from unauthorized interference, the detector switch may be connected to the rest of the system via a cable through three or more conductors, at least some

The sides are so fastened that if cut /

I of any of the above conductors or connected to the rest of the conductors to activate the signaling system.

The signaling means may include a signaling. The signal may be acoustic and / or visual.

The system may include a multi-mode pulse shaker, which may cause repetitive signal activation at regular intervals as long as the acceleration mechanism is in displacement beyond a predetermined degree.

The system may also include a recording device, which operates to record the number of cases and / or their duration, during which the acceleration mechanism is shifted beyond a fixed degree of displacement.

The cluster recorder can operate in response to the single-state pulse to record a number at regular intervals during signal activation.

The system may also include a timer that interferes with the operation of the signal for a predetermined period of time after the signal is operational, provided that the signal is repeatedly resumed.

The timer may include a meter operatively connected to the single-mode pulse vibrator to measure the number of pulses unstable.

Number of incessant pulsations.

The invention is already described in greater detail, by way of example and with reference to the accompanying Drawings.

Xis Drawings:

Fig. 1 shows a three-dimensional diagrammatic view of a car's acceleration mechanism, with the circuit breaker being an integral part of the vehicle's control and monitoring system;

Figure 2 shows a schematic of the circuit of the system.

Already referring to Figure 1, voter 10 characterizes the acceleration mechanism of a car. The acceleration mechanism comprises accelerator shaft 12, throttle valve 14, shaft 16 of the throttle valve on which it is mounted, or throttle valve 14, and its coupling mechanism 1 (shown diagrammatically) acceleration 12. * The throttle valve 14 is an integral part of the 2C mixing mechanism, the function of which allows the air inlet or the fuel-air mixture to enter the engine inlet pipe in varying quantities.

The axle 16 has a cam 22 with a crank surface 24; despite the cam 22 it is firmly fixed to the accelerator mechanism 20 by means of a circuit breaker 20 (referred to herein as a casting switch), so as to act as a switch 22. from the switch / rest of the system circuit. r

I <

Vy ALS The TS is required.

Referring to Fig. 2, voter 30 features the diagram of the electrical monitoring and control circuit diagram which is an accelerator switch 26. The monitoring and control system comprises a circuit breaker 32, a single-mode pulse 34, connected to the circuit breaker 32 by the truss 36, an audio actuator 38, connected to the unstable circuit 34 by the coupling 40, output step 42, connected 42 the audible instrument 3 ° with resistor R12 including a transistor transistor T2, speaker 44, capacitor 0 connected parallel to the speaker, first timer circuit 46, the input of the transmitter is connected to the pulse of a mode 34 by the 4d coupler and the output of the pulse is connected via a gate D7 to the acoustic actuator 3i, a second timing circuit 50 of the pulse is connected to the input 52 the help of a different circuit 54 and of the connector 48 of the NCR gate 56 of which or an input is connected to the output 58 of the second timing circuit 50 and the other input to the circuit breaker 32, the circuit 60 64 or less; the entrance of the vessel is connected to the exit of Gate N0R 55 by means of the coupler 66 and the other way to the pulse of a condition 34 by the coupler 48, a pulse metering circuit 68, with or without an actuating output, is connected to the output of the NAND gate 64 via the connector 70, and an output step 72 connected to the output of the circuits 14, generating a pulse 68 through a resistor T15 74 measuring rod and freely rotating passageway D6 connected parallel to the coil 74.

As shown also from Figure 2, a pole of the accelerator switch 26 is connected to the input 76 of the circuit breaker 32 for the conduit 28.1 of the cable 23, and so on. The slope of the sensitive mercury switch 78. The mercury switch 75 is fixed in position relative to the body of the vehicle in such a way that its taps are normally closed, but open when the vehicle is sloping with a larger or slightly pre-arranged slope. horizontal. In parallel to the terminals of the mercury switch 78 the receiver is connected to a capacitor

To reduce the spillage effect of water: · Water inside the switch under uneven pavement conditions. The other pole of the accelerator switch 25 is connected to a positive power line

80 within system 30 for cable 28.2 for cable 2i. A further conduit 23.3 connects said accelerator switch 26 to the outlet of transistor 71 of circuit breaker 32, between both the outlet and the positive conductor 80 is provided with a condenser 25.

Switch circuit 32 further comprises capacitor C2, resistors P1, P2, P3, P4 and R5 and diode DJ, all connected, as shown in Fig. And in such a way that when the accelerator switch 26 30 is open (i.e. activated

LV

The T1 transistor and the output voltage are high. When switch 26 is closed (ie when the driver overheats and depresses the accelerator shaft 12 beyond a predetermined position) the transistor WHAT and / or voltage are output at a low value. .C. and R.

5 4 * 0 mixed state pulse 34 "comprises a pair of gates NOR 82 and 84, capacitors 0 and 0, resistors Rg, R?, Rg and R ^ and both diodes and all, as shown in the linked figures. to create a vibration indicating a time of about 0.5 seconds and a time of about 1.5 seconds. Its frequency is about 2 seconds. * The function of the pulsing 34 starts as soon as the 36 low-voltage coupler decreases and ceases when the 36 high-voltage coupler ceases.

The audio generator 3- comprises a NOR 86 gate and an inverter 88 capacitor 05 'resistors R10, R11 and R13 and diode 05 connected as shown in the drawings to create a multiplexed state with a frequency of about 400 H and 7 to 1. * The coupler 40 is connected to one of the gates of the NO gate, 86 and the D7 diode is connected to the other inlet. When any of the inputs of the NOR 86 gate is held at high voltage, the vibration of the sound generator is prevented.

The first timer circuit 46 is in the form of a 12-meter counter, either of which is its input or its terminal -

of counter C is connected via the connector 43 to the exit of the N0R gate, 82 to the pulse of a state 34 and the last output 12 is connected via the D7 through gate to one of the inputs to the N0R port 86 or the third The reset terminal R is connected via the end RC 60 and the connector 62 to the T1 collector of the circuit breaker 32.

The second timer circuit 50 comprises NAND gate zones 90 and 92, capacitor 08, resistor R16 and diode D4, connected as shown in the drawings to create a multi-state vibration at a constant time or state 2.

The RC 54 diffuser comprises a capacitor C9 and a counterbalance R17 connected to the positive conductor collector 80.

The RC integrator 60 comprises resistor 18 and capacitor 010 connected to ground.

The pulse metering generator 68 includes a NAND gate 94, dimer 96, capacitor 07, and resistor R14, connected as shown in the drawings to create a multi-vibrational state, stable at about 50 ° C and with zero time.

For normal driving conditions, the accelerator switch 26 will be open, so that the transistor T1 will be under voltage, and vibration will be prevented by vibration 34. Thus, there will be 40 output voltages.

The vibration of the NO gate, 82, will be low, and the first chronometer circuit 46 will be in a state of rest.

When the driver overrides the accelerator shoe 12 by exceeding a predetermined position, it closes the accelerator switch 26, provided that both the slider and the slider switch are closed 51 34. Thus the NOF gate output, 82 will be found at 0.5 seconds at high voltage, and the NOP gate 84 output will be found at 0.5 second at low voltage. This will be repeated every 2 seconds, as long as the foot of the accelerator is depressed.

For every 0.5 second pulse at the NCP Gate Output , 84, a 3 ° audio generator is activated, giving a 0.5 second BLIT acoustic signal which warns the driver that it has exceeded the threshold. of the accelerator.

At the end of each acoustic signal, ie when the Gate NO output? 82, found from high to low voltage, a low voltage pulse is provided under the circuit of the differential 54 to the second timing circuit 50, whereby the output voltage of the coupler 58 is varied from high to low. When the accelerator pedal is in a depressed state, or you have the output of the circuit in the circuit 60

You will have a high voltage as soon as you decrease or a voltage to the pair 58. This activates the HAND gate 64 via the coupler which means that as soon as it is increased again or a voltage at the NOR gate at the same time The output will increase or decrease at exit 70 of the HAND gate 64, and a pulse generator 68 is activated. This will cause the metering pulse feed to the metering router coil 74, thereby providing 10 columns of metering. At the same time the second timing circuit 50 will be operated by a 98-way switch from the 9 ° inverter exit to one of the HAND gate inlets 92.

This process continues as long as the accelerator foot 15 is held in a depressed position, and a count is recorded at the start of each warning signal except the first.

Each beep is powered to the input of the first metering circuit 46. After 2 measurements (about 15 minutes), the voltage at the last step of the meter increases. This interferes with the operation of the audio generator 35 through the D7 toggle port and stops the creation of audio signals. The meter, however, will still record 25 measurements for 2 seconds. The purpose of the first timing circuit is to interrupt the transmission of acoustic signals in the event of damage to the circuit or switch 26. The driver of the vehicles will. you have to do this for about 30 minutes - damage the circuit, or both, given that your meter will record a lot

great measurement.

If the leg 12 was left free within 2 seconds of the audio signal transmission, it would be reduced again or the voltage at the connector 66 before the voltage at the 48 connector increased a second time, so it would not signal.

Also, if the foot 12 is released, a return pulse is fed, with a time lag dependent on the values of E18 and C10, to the return terminal R of the first cash 46. Correspondingly, if the clock is released at any time during the above 15 minute time period or thereafter, and there is no damage to the circuit or switch 26, the circuit will fail at all 46 and not at all. signals for 15 full minutes until the foot has been restored for a long time.

* The slope of the sensitive switch 78 impedes the operation of the system on rough terrain and in the case of trucks itself which requires full opening of the blade adjustment to lift the vehicle.

The cable 23 is arranged in such a way that the ends of this connection are inactive so that the conductors 28.1, 28.2 and 28.3 have this insulating color. If they interfere with the short circuit of conduit 23.1 to any of conduits 28.2 or

28.3 or cutting any of the conductors 28.2 or 28.3 the system will disturb the transmission of acoustic signals. / n.-'-'T '

Sabotage of the system can only be successful if the pipeline is cut 23.1 and so on. This makes effective sabotage of the system extremely difficult.

It is an advantage of the invention to do so- allows vehicle owners or supervisors to control the way in which vehicles are driven. It also provides the driver of the vehicle with an incentive, competing in a way that allows himself to

1Q to record as small a number of measurements as possible. This may be so. fuel economy.

The present invention relates to the monitoring and control of car operation. Particularly relevant are the monitoring and control systems for the opening of the car's blend.

According to one aspect of the invention there is provided an automobile, monitoring and control system for the opening of the regulated mix, which comprises a monitoring system and a system for controlling and controlling 10 An embedded cable to actuate the instrument proportionally to the opening of the regulating mixture.

Further, according to the invention there is provided 15 for controlling and monitoring the opening of the regulated car mix, a monitoring and control system comprising a shell, and a sensitive casing located inside the shell, cable. The bushing is designed in such a way that it is connected to the car's blade adjustment mechanism by means of a cable in such a way that the blade is actuated proportionally to the blade opening.

According to another aspect of the invention there is provided a self-propelled, monitoring and controlling aperture control system; the aforementioned monitoring and control system comprises a shell and a sensitive operating system and control aperture.

the car is attached to make it a mechanically sensitive rig to aid operating! aperture element, to enable it to set a sensitive instrument analogously to the opening of the adjustable mixture of the operating element and / or to position a sensitive instrument capable of adjusting the aperture, for a particular aperture.

The functional element may be in the form of an embedded cable.

The shell may include a locking system to prevent unauthorized interference with the inner shell.

In the present description and unless the meaning is different, the term '1 The mixture adjustment mechanism relates to the mechanism or valve that operates to feed the vehicle, fuel or air / fuel mixture to varying degrees. Similarly, the term opening of the adjustable mixture refers to the position of the mixing mechanism to feed the engine with fuel, air or fuel / air mixture at a specified speed.

In the present description also the opening of the buffer mixture beyond a predetermined degree will be characterized as exceeding.

Put it on a sensitive organ that can have a good body. fitted duplicate pin connects to cable; · * .ft cable and switches on;

application of static force on the cable.

The monitoring and control system may comprise a recording recorder with at least one responsive operating pen to place a sensitive recording recorder opening the control mixture as well as any switch.

The monitoring and control system may also include recorders for marking the date, time and / or kilometers when exceeded. The recording device may also be adapted to mark other parameters such as the speed of the vehicle, the speed of the engine (revolutions), or the indication of the fuel tank or fuel tank, . These parameters can be marked continuously or only when transient is recorded.

* The invention is already described in more detail by way of example and reference to the accompanying drawings.

Plans for:

Fig. 1 shows a schematic of a control and monitoring system according to the invention.

Fig. 2 shows a recording device, the control part of the monitoring and control system and

Fig. 3 shows a circuit diagram of the electronic part of the system.

According to Figure 1, the sounder 110 features a monitoring and control system.

112 covering the various operating components of the system. Inside the housing is a dummy switch 25 of a rotating arm 116. The shell 112, is supported by the support bolts 118 on a support arm 120 positioned within the vehicle, i.e., underneath or behind the panel.

The vehicle comprises a mechanism for regulating the mixture 121 including a rotary shaft 122 fixed to a throttle valve (not shown) controlling the flow of the fuel / air mixture to a stationary motor 12; accelerator mount 12 and connecting element 12S (shown schematically dashed) connect operatively mount accelerator 12 to the shaft of the adjustable mix '22. * The device is such that or accelerates the accelerator shoe 12 in the direction of the arrow 130 to rotate the shaft of the adjustable mix 122 in the direction of the arrow 132, when it enters the shaft.

The blend adjustment mechanism 121 is connected to the operating arm 116 of the switch 26 by means of an embedded cable 134 comprising a jacket 13a and a cable 136 capable of retracting within the jacket. * The jacket has a step at both ends of it and is anchored rather than just near the adjusting mechanism

to arm 14C. The bracket 140 is firmly attached to the body of the vehicle and the anchorage is achieved by two screws 141.1 (not shown only) screwed on to the end of the mantle end 5. The embedded cable 134 passes through the opening 141.2 to the wall of the shell wall 112. A spindle 141.3 is provided on the opening. At the other end the jacket is anchored to the inner wall 142 of the envelope 112 by means of two nuts 10 143; the end 138.1 of the cable 138 is connected to the free end of the radial arm 124 and the second end 134. be able to slide (not shown) within the operating arm 116 of the switch 26.

* 3 on the other end of the cable 138.2 is provided with a stopper 146. A spiral spring 147 is provided on the cable 13 ° between the stop 146 and the operating arm 116.

During operation when the foot of the speedometer 12 is depressed in the direction 130, the cable 38 slides within the mantle 136 cm to the right. If the foot falls beyond a predetermined point, the spiral spring taps toward the arm 116 and the stopper 146 and 25 causes the DIP 26 to operate.

The aperture of the blend adjustment is then inserted into a duplicator 26 which can be adjusted by adjusting the latch support means 136 cm (the arm 140 or the inner wall 30 of the adjustment knob 26).

112, or by adjusting the position of the stopper 146 on the 13 ° cable. To make the system secure against unauthorized intervention, the peripherals 141.1 may be secured in such a way that they are weak or the adjustment of the support means on the arm 140. Also the end 13® · 1 of the cable can be securely fastened 12 help eg lead seal (not shown). Adjustments can then be injected only inside the shell 112 by adjusting either the nuts 143, the switch position 26, or the stopper position 146 on the cable 13 °; the housing may include a key with a key lock thereby preventing or unauthorized interference with the inner cover.

* A reference already to Figure 3, figure 30 generally indicates the electronic part of the monitoring and control part thereof. It is a duplicate switch 25. The monitoring and control system comprises the switching system 32, single-mode pulse 34, coupled to the switching system 32 via the connector 36, a 3S sound generator connected to the single-mode pulse 34 via a 40-way output 42 the audio generator 3i through the E12 resistor comprising a T2 switching transistor, a 4D loudspeaker and a capacitor C6 connected in parallel to the loudspeaker, first timing circuit 46, the input of the input is connected to the pulse of a state by means of a coupler 48, the output of the input is connected via a diode

gate D; to the audio generator 33, a second timing circuit 50 whose input 52 is connected to the pulse of a state 34 by means of the differential circuit 30 54 and the coupler 48, ID3 gate 56 or miss. the input of which is connected to the output 58 of the second timing circuit 50 and the other of the switching circuit 32 via an integral circuit 30 60 and the connector 62 of the NANO gate 64 or an input 56 of which is connected thereto 56 or more to the pulse of a state 34 via the connector 48, a pulse measuring circuit 68 whose actuating output is connected to the output of gate 3A7D 64, via the connector 70, up to the output step 72 connected to the output of the pulse generator 68 68 via the retractor 315 containing the transistor 03, a transmitter coil 74, and a freewheeled passageway D6 connected thereto.

As further illustrated in Fig. 3, the pole of switch 26 is connected to the insertion of switching circuit 32 via cable 28.1 of cable 28 (Fig. Also Fig. 1) and to the tilt sensitive switch 78. The mercury switches 78 are mounted in a fixed position relative to the vehicle frame in such a way that the lid is normally closed and open when it is tilted higher than a preset.

• angle f to horizontal. Capacitor C1 is connected in parallel to the terminals of the mercury switch 7a to reduce or effect mercury depletion under abnormal conditions. * The other end of the switch 26 is connected to the positive collector feeders 80 to the system 30 via the cable 28.2 of the cable 28.

The switching circuit 32 further comprises transistor T1, capacitor C3, resistors R1, R2,

R3, R4 and R5 and passage D3, as shown in the drawings, are connected in such a way that 'when switch 26 is open (ie under normal conditions, then transistor T1 is in and out of 36'). it's high. When switch 26 is closed (that is, when the driver overtakes depressor accelerator 12 beyond a predetermined position) the transistor T1 is switched off and the output voltage is lowered to 36 values of 03, R-3 and R4.

The single-pulse pulse 34 comprises a pair of gates NC1, 8 · 2 and 84, capacitors 04 and C11, resistors R6, R7, R8 and R9, and diodes D1 and D2, as shown in the drawings, are connected to create a multi-shock state, with a time of about 0.5 seconds and a time of about 1.5 seconds. Its frequency so is about 2 seconds. The function of the multiplexer of a state 34 is just beginning, when the pair 36 is reduced to a low value, etc.

it stops when or when you have the connection of 36 blossoms to a high value.

The audio generator 3i includes gate N0R, 86 and inverter 38, capacitor C5, resistors R10, R11 and?, 13 and path D5, connected as shown in the drawings so as not to create too much—

signal ratio for period 7 to 1. Connector 40 is connected to one of the gates of the NOR gate 86 and the D7 diode is connected to its opposite entrance. When one of the gates of the NOR 86 gate is found at high altitudegThe voltage is prevented by the vibration of the sound generator.

The first timing circuit θ6 is in the form of a 12-molecule counter or its input or the measuring terminal 0 is connected via the connector 48 to the exit of the NOR gate 82 of the multiplexed mode 34 and the last output step 12 is connected thereto 12 a. of the gates of the NOR 86 gate, the audio generator 3i; * The terminal R is terminally connected via the integral RC, and the connector 62 to the transistor collector 71 in the switching circuit.32.

The second timing circuit 50 comprises a pair of NAND gates 90; and 92, capacitor 08, resistor R15 and diode D4, radially connected, which is shown in the drawings being a pulsation of a state at a constant time of 2 years. .

'0 RC transistor 50 includes JMz'Kai resistor R17 capacitor connected to positive arrestor 9 £ Cr conductor.

He's finishedgAs an RC, 60 comprises resistor 18 and a C1C capacitor coupled to ground.

* The pulsed metering generator 68 includes a NANO 94 gate, inverters. 36, capacitor C7 and resistor R14, coupled, are shown in the drawings to create a multi-vibration steady state in the intense state and with a dead time of about 50 milliseconds.

Under normal driving conditions, switch 20 is open, transistor T1 is in, and vibration of the pulse shaft 34 is prevented. gate NOR, 82 is low and just before - metering circuit 45 is in a reset state.

When the driver overrides the accelerator shaft 12 beyond a predetermined position, the switch 26 is closed, provided that if the tilt sensitive switch 78 is also actuated, the switch is also closed. state-of-the-art vibrator 34. This will increase the output voltage of the NOR 82 gate by 0.5 seconds and the output voltage of the NOR gate 84 will be reduced by 0.5 seconds. This is repeated for 2 seconds as long as the accelerator pedal is held in a depressing position.

For each second dead pulse of the NQR-84, the audio generator is triggered by a three-second, 0.5-second acoustic signal, bf which drives the driver to depress the foot;

accredited beyond the permitted.

At the end of each acoustic signal, i.e. the Z.OR gate, 82 pulses from high to low voltage, a low voltage pulse is provided under the circuit of the divider 54 to the second timing circuit 50, whereby the voltage is reduced.

58. When the accelerator pedal is in a depressed state, or the outlet circuit of the integrator 60 will also be low, then the output of the NOR gate 56 will be high as soon as 5 or less. Thus the NADO gate 64 is activated via the connector 66, the first meaning that once you have switched on or off again the NOR gate 32 at the start of the next audible signal will increase or the output voltage 70 of the NAND gate 64, 68. Thus a metering pulse is fed to the coil 74 of the metering impeller and the impeller records the metering. At the same time, the second phonometry circuit 50 is reset via the connector 98, guiding the inverter output 96 at one of the inputs of the NAND gate 92.

This process continues as long as the accelerator pedal is depressed in such a way that a measurement is recorded at the start of each audio signal other than the first.

Each beep is pulse fed to the metering input C of the first timing circuit 46. After 512 measurements (minutes) the latter increases or tends to last.

cash. This impedes the operation of the sound generator 38 via the D7 toggle gate and stops transmitting audio signals, but the meter will still continue to record a measurement for only 2 seconds. * The purpose of the first timing circuit is to inhibit the transmission of acoustic signals in the event of a circuit or circuit breaker failure 26. * The driver of the vehicle, however, must in this case justify damaging the circuit or switch, as the meter will indicate a large number of measurements.

If the pedal is released within 2 seconds of generating the acoustic signal, it will decrease or decrease the voltage 66 before the voltage 43, the second 43 times, and no specific signal will be measured.

Also, once the foot is released, it will be fed after a short time delay with the values of P18 and C1C, reset pulse at the reset terminal R of the first timing circuit 46. Accordingly, if the foot is released at any time during the above 15 minute period, or thereafter and no circuit or circuit breaker 26 is damaged, circuit 46 will be reactivated in such a way that It took 15 minutes for the foot to be observed in a long depression.

* 0 at the slope of the sensitive switch 78 impedes the operation of the system above - - -

brakes, in the case of trucks, requiring the complete opening of the adjustment blade to lift the sloping vehicle.

The operation of DIP 26 may also cause a recorder stylus to move with the aid of a suitable intermediate circuit, but they did not record the operation of the switch. An example of such a recording instrument is illustrated in Fig. 2. This has 4 recording styluses 148.1 to 148.4 (or more, where necessary) connected by a power cord 150 to the switch 26 and to various conductors (not shown) of the vehicle. Each writing records a functional parameter of the vehicle, e.g. the speed of movement, the speed of the liner, the temperature of the liner, the pressure of the lubricant, the content of the fuel tank, etc. on circular grass 52. The script or shown by the numerator 148.2 in the figure may, for example, be attached to the terminals of the pusher 74 in such a way that whenever the pusher 74 is actuated, it may be recorded even at 154. * Writing 1-3.2 can only be used to record the operation of the switch 26, but can be used to imprint and other parameter after the pins will be overlaid on the paper indicated by the other parameter. The wills may be stylized 148.1 to 148.4 so that they are spaced in such a way that they mark with a switch 26.

The map can be powered by a clock or a clock mechanism. The layout can e.g. be such that the map performs a full 360 degree rotation of 24 hours and is then automatically replaced by another map as the tachographs.

Alternatively the above parameters may be recorded on a moving tape, that is, magnetically on a magnetic tape or perforated on a strip of paper. In the case of strip paper, the parameters may cause percussion when switch 26 is operated, and the recorder then includes the appropriate systems for marking the date, time and / or reading of the vehicle's odometer or track. The tape stock can exist in the form of a roll inside the box 112.

Recording or using a circular chart recorder on a note pad the speed of movement of the vehicle will certainly be able to mark the time by time it ceases to move the vehicle and the time by which it is started or departed. and the time and duration of successive stops.

The operation of the sensitive switch slope 76 forces may also be indicated by a circular chart or tape recorder.

Further, according to the invention there is provided a control and monitoring system for the operation of the car, a monitoring system, and the like;

• · - -, * | written in one or more of the following vehicle parameters, namely:

Opening of the mixing regulator, containing the fuel tank, lubricant pressure, liner temperature, and angle to the end of the vehicle.

The present invention relates to the monitoring and control of car operation. Particularly concerned with the method and system for supervising the manner in which a car is driven.

According to the invention there is provided a method of supervising and monitoring the manner in which an automobile is driven, the method comprising monitoring and controlling the opening of the mixing unit over a set speed, over a pre-set rate , where the vehicle is required to move at a predetermined constant speed.

Said predetermined degree of opening of the blend regulator may be varied automatically.

* This degraded degree of openness of the mixture controller may vary with the gradient as the vehicle moves.

Alternatively or in parallel, this predetermined degree of opening of the adjustable mixture may vary proportionally to the load on which the vehicle is carried.

Said predetermined degree of aperture of the admixture of the admixture may be incrementally varied by two or more degrees, depending on the range of admixtures of the admixture, or it may vary intermittently as the angle and / or load varies.

The method may include monitoring and controlling vehicle acceleration and beyond a predetermined degree.

In the present description, the verbs I monitor and control include induction, recording, completion, adjustment, etc. 'This mixture adjustment mechanism' refers to the mechanism or valve or that in its operation allows fuel, air or fuel / air mixture to enter the engine of a single vehicle at a variable rate. The term 'opening of the mixer regulator refers to the position of the mixer adjustment mechanism for fueling the air or fuel / air mixture at the engine at a specified rate.

Further, according to the invention, there is provided a system for controlling the manner in which a vehicle is driven, which system comprises means of monitoring and controlling the opening of the vehicle mixture mixture, in addition to a predetermined degree, such as a predetermined degree, on the other hand, by opening the adjustable mixture required under various conditions to keep the vehicle moving at a predetermined constant speed.

The means for varying the predetermined degree of regeneration of the mixture may include an organ sensitive to the slope, which operates to increase that predetermined degree as the slope increases or decreases.

The slope of the sensitive instrument may be in the form of a mercury switch. Alternatively it may. in the form of a transparent tube, similar to the mercury switch, containing f ·!

the tube, light source and photocell arranged in opposite directions to the tube to detect the position of the fluid within the tube.

Alternatively or in parallel the means of varying the predetermined degree of openness of the blend regulator may include a stress sensitive tendon, which operates to raise the said rate as the predetermined degree.

The strain sensitive tendon may be in the form of an intensity meter.

The monitoring and control system may include sensing devices for opening the blended transducer beyond two or more specific degrees, means for altering said predetermined degree of blending blending, whichever way they are operated. Of said particular degrees depending on the inclination under which the shaft and / or the load move thereon.

The camshaft may be in the form of two or more camshafts, the cam or camshafts of which are connected to the vehicle's drive mechanism.

The system may include an embedded cable connected to the crankshaft or crankshafts, connecting them functionally to the accelerator mechanism.

• / /

Alternatively, the system may include means for permitting the smooth increase of said predetermined degree of adjustment of the blend as it increases or inclines the vehicle or its load and vice versa.

Such means may include antistress, or the antithesis of which is increased on the one hand

are lowered by increasing the step aperture

operates to monitor and control the opening of the mixer when resistance is greater (or lower) at a predetermined value.

The invention is already described in more detail by way of examples and in reference to the accompanying drawings.

Your plans:

Figure 1 is a perspective view of a monitoring and control system according to the invention, diagrammatically illustrating its connection to the auto mix adjustment mechanism.

Fig. 2 is a crankshaft integral portion of the system of Fig. 1 in straight line II-II in Fig. 1.

lamp portion of the cam system.

Figure 4 shows a plan view of a second cam integral part of the crankcase system.

Figure 5 shows a plan view of a third cam integral part of the cam system.

4C

Figure 6 shows a pair of tilt sensors, which are an integral part of the monitoring and control system.

Fig. 7 shows an inertia switch which detects malicious use of the vehicle clutch.

Figure 8 shows a diagram of the electrical diagram of the system.

Figure 9 shows an alternate tilt of the sensitive instrument used in the monitoring and control system.

Fig. 10 shows a diagrammatic perspective view of the shaft connected to the shaft of the car mixer.

Fig. 11 shows a slope of a delicate wood used in conjunction with the flush in Fig. 10.

Fig. 12 is a circuit diagram showing the connection of the dimmer of Fig. 10 and the slant of the delicate instrument of Fig. 11.

Fig. 13 shows a diagrammatically different type of a tilt of a sensitive instrument capable of being used in place of the instrument of Fig. 11.

Fig. 14 shows diagrammatically a type of a tilt of a sensitive instrument, which can be used in place of the instrument of Fig. 11 and

Fig. 15 shows a diagrammatic plan view of a tractor sliding ground, including an instrument load sensitive to the load generated by the tool on the tractor.

Referring already to Figure 1, the vote 200 r

The i41 generally features a control chip monitoring system, including a control box 202 containing the electronic and other parts of the system, a switch box 204, a cable end arm 206, an inserted BOU.OKE cable 208 extending between the switch 204 and enclosing a power cable 210 connecting the switch box 204 and the control box 202 (See also Fig. 8).

Vote 212 generally features part of the mixing mechanism of a car in which the monitoring and control system 200 is installed. The mixer mechanism comprises foot 214, rotary shaft mixer 216, firmly attached to the throttle valve (not shown) to control the fuel / air mixture flow, radial arm 218 securely attached to the shaft of the adjustable mixture and connector 20C (schematically shown in dashed lines) connecting the unaffected 216 of the adjustable mixture to the post 214.

Referring already to Figures 2 to 5, the switch box 204, which rests on the body of the vehicle, comprises a base plate 222 and a hollow cover (designed in cross-section to show the interior sections). The switch box further comprises a lock (not shown) whereby the cover 224 may be secured to the side

Opening by unauthorized persons.

Inside the box 204 there is a crank system 223 comprising a series of three bundled eccentricities characterized by the upstream digits 224.1 "224.2 and 224.3 respectively, as well as the circular disc 225 * 0 of the disc 226 comprises a substrate 226 pulley after cam 224.1. The cam 224.1 'to 224.3 and the disc 226 may rotate about a central bearing 228. The bearing 228 is mounted on the base plate 222 by the auxiliary: central screw 230 passing through the base plate 222, through the center of the bearing 228, and two circular 232s on the other end of the bearing. * The screw 230 is tightened through the nut 230.

The two cam 224.2 and 224.3 are kept away from each other. intermediate bearing dimension 236 cam arranged. between their peripheries. The cam 224.1 to 224.3 as well as the disc 225 are held together and constitute a screw drive 238. The screw 226 passes through the arcuate slot 240.1 of the cam 224.1, the arcuate slot 240.2 of the cam 224.2 through the center of the cam-bearing bearing 2j5 and through the arcuate slot 240.3 of the cam 224.3 of the cam 224.3; of the cyclone 242, and the thread of the other end is threaded through a threaded hole 227 (Fig. 3) \, a flush plate 226.

When the lower screw 238 can be adjusted or otherwise positioned on the cam 224.2 and

224.3 and to the cam 224.1 rotating around the azonose joint. When tightening screw 238 the cam is secured to the other position.

The cam system 223 is adhered to by the base plate 222 with the aid of a central bearing 244. In such a gap between the base plate 222 and the tray 226 there is a spiral clock spring 246 whose ends are mounted to the base plate 222 and the tray 226 opposite each other 22 clock indicators as shown by arrow 247 in Fig. 3;

Cam 224.1 includes lobes 248.1 with front edge 248.11 and rear edge 248.12.

It also has a tab 240, which projects against the radius of lobe 248.1. Cam 224.2 comprises lobes 248.2 with front edge 248.21 and rear edge 248.21. Similarly, cam 224.3 shows lobes 248.3 with front edge 248.31 and rear edge 248.32.

On the base plate 222 rather than the cam system

223 two microscopes 252.1 and 252.2 ds are provided for each other. The switch 252.1 includes a drive arm 254.1 and a drive 252.2 a drive arm 254.2. * 0 switch ^ 2-5 ^. Ή has such a position that it can be activated under / off>C.Q.x '> Qz x The switches 224.1 and 224.2 and the switch 252.2 have such a position that they are actuated by the adjuster 224.3. Two inhibitors are located on the base plate 222, namely inhibitors 256 and 258. The stopper 256 has two purposes, in order to provide a bracket on which the arms 254.1 and 254.2 of the circuit breakers 252.1 and 252.2 are interrupted when they are in an inertial state 22 tab 250 when the cam system is in its complete anti-clockwise position. * The purpose of the stopper 253 is to create a second stop for the cam system 223 due to a touch to tab 250 while the cam system is in its fully right-hand position.

Also mounted on the base plate 222 is a support end for the ends of the cable 260.

The embedded cable 208 has a jacket 262 and a cable 264 extending across the jacket. The end of cable 264 extends partly around the pulley of disc 226 and the cam 224.1, the cable located within the socket 226.1 and is mounted on the disc 226. When the tactical force was applied to the cable 264, the cam system 223 was moved in the opposite direction.

The other end of the cable 264 is connected to the radial arm 218. Thus by pressing down the accelerator 214, a voltage is applied to the cable 264, causing a clockwise movement of the cam system 223;

The support end of the cable end 260 comprises plate 266 capable of being mounted to the body of the vehicle by means of two screws 268. '0 of arm 260 further comprises a balance 270 and a mantle support 272.' A side balance 270 is supported by a side 260 around the shaft 274, and the mantle support 272 is positioned within the balance 270 in a manner possible to rotate about the shaft 276 extending perpendicular to the shaft 274. The one end of the jacket 262 is adhered to the bracket 272 and the other end of it is attached to the cable end bracket 260. The connection to the cable end bracket 260 is adjustable while the attachment to the bracket 272 is not.

When the switch box and the cable 208 are installed, the lower screw 208 is loosened, and with the accelerator pedal 214 in the non-depressed position, the cam is adjusted.

224.1 in such a way that the rear edge 248.12 is present at the switch actuating point

252.1. Thereafter, the foot of the accelerator 214 is depressed in the position required by e.g. when the vehicle is moving uphill at a slope of 1 to 30 at a predetermined constant speed, thereby adjusting

You came to the switch point 252.1.

Subsequently depressed, furthermore, the foot of the passenger 214 position which is required to move e.g. the vehicle at an inclination of 1 to 20 at said predetermined constant speed, thereby adjusting the cam 224.3 until its front edge 243.31 is located at the switch actuating point 252.2. The screw 238 is then tightened.

Xis KIn the case of cutting the cable 264, or attempting to extend the cable 264 by shortening the rib 262, a switch 252.1 is actuated by the rear edge 248.12 of the cam 224.1.

'The counterclockwise rotation indicator of cam 224.1 when cutting cable 264 is traversed under the tab 250 when it comes up.';

* As already illustrated in Fig. 6, two sensors are shown at inclination 278.1 and 278.2, positioned within the monitoring and control box 202. Each of them at inclination of sensitive organs 278. ' and 278-2 include a gear disc 280 engaged with end gear 282 and adjustment knob 284 fixed to said end gear 282. Thus, the angular positions of the two gear discs can be adjusted independently 28 without adjustment. Both gear discs 280 rotate about a horizontal axis. Insert the 2S0 cog disk into the right-hand instrument 278.1.

switch 286.1 and on the gear disc 280 the susceptible instrument slant 278.2 is fitted with a mercury switch 286.2.

The tilt sensing organs 278.1 and 278.2 are adjusted in such a way that when the monitoring and control box 202 is secured to the body of the vehicle in a horizontal position, then both the locking positions 28 As shown in Fig. 6 of the drawings. When the monitoring and control box 202, due to the slope under which the vehicle is moving, it inclines at an angle e.g. greater than 1 to 30, then the mercury switch 286.1 is opened when the monitoring box and control bed angular e.g. the larger 1 to 20 opens also. d mercury switch 286.2. The angles through which 286.1 and 286.2 are opened can be adjusted by adjusting the corresponding buttons 284.

To change the inclination or direction of the slope to open the mercury stop 286.1 and

286.2 may adjust or angularize the discs 280 but no mercury discontinuities 236.1 and 286.2 will be found in the positions shown by dotted lines in Fig. 6. Thus, the monitoring and control box 202 components of which are the inclination sensitive instruments 278.1 and

278.2 may, for example, be mounted either on the vehicle panel with the buttons 284 on the rear, or on the rear interior wall of the vehicle cabin with the buttons 284 on the faces.

Referring already to Fig. 7 an inertial switch 288 is shown, each comprising an arm 290 mounted in such a way that it can rotate on the horizontal axis at point 292. From the arm 290 there is a mass 294 positioned In the position above the center of the spindle switch 296. · The 0 arms 290 are held in a central perpendicular position by the two opposing springs 298. The springs 298 can at will, but the system loses any sensitivity to the vehicle's inclination. The inertia switch 288 is also located inside the monitoring and control box 202.

* The Idle 288 switch function is as follows. When the vehicle clutch in which the monitoring and control box 202 is located is used irregularly, that is, it is left faster than usual, whereupon the vehicle moves in the direction of persons and in the direction of 300, it is rotated about 29 degrees clockwise. about axis 292, both against gravity and the spring force 298 or only gravity if the springs 298 are omitted. 'If there is sufficient acceleration, then the mercury switch 296 is closed. Under humid conditions the mercury switch 296 is closed. Under humid conditions, the mercury switch 296 is closed.

Instead of the switch 288, as shown in Fig. 7, a switch similar to the one shown in Fig. 6 can be used to adjust it so that its lid is open under normal conditions. The switch is adjusted to close at very steep slopes, which usually do not respond in practice, ie slopes of at least 1: 5. C, such adjustments will be closed when abnormal use of the clutch is performed as mentioned above.

Referring already to Fig. 8 of the drawings, a diagram of the electrical circuit of the monitoring and control system is shown.

Within the monitoring and control box 202 are provided inter alia an 8-bit binary counter 400, a 1.8 second delay 402 circuit, a pulse generator 404 generating a pulse width of approximately 100 milliseconds, and a frequency of two seconds, i.e. 1HZ or 2H2, 400 HZ vibrator 406, electronic blocking system 408, two amplifiers 410.1 and 410.2, electromechanical loudspeaker 414, and current source showed positive tendency for collector conductor designated as B.

DIP 252.1 is connected between the positive conductor collector * B and one of the inputs of a AND gate, A through the current limiting resistors R2 and R4. Similarly DIP switch 252.2 is connected between the positive conductor conductor B and the inputs of a AND gate, 3 through the current limiting resistors B3 and B9;

The slope of the sensitive switch 286.1 is connected between the positive conductor conductor ♦ B and the other input of the AND gate A through a time delay circuit 418 including resistors R6 and R7> capacitor C1 and D1. Similarly you have the slope of a sensitive switch

286.2 connects to the opposite entrance of the AND gate,

B through a time delay circuit 420 including resistors R10 and N1, capacitor C2 and diode D2.

The node between the switch 252.2 and the resistor R9 is connected via the resistor R12 to one of the gate inputs AND, C. * The other input to the gate AND, C is connected to the positive collector + B via the mercury circuit 29 delay 422 including resistors R14 and R15 for condenser C3 and diode D3;

The elements constituting the time delay circuit 418 are selected so as to open with the sensitive switch inclination 286.1 to discharge the condenser C1 within approximately 0.15 seconds while closing at an interval of two degrees.

286.1 to charge within about 4 seconds.

The elements comprising the time delay circuit 420 are selected to give these discharge and charge times, as well as the time delay circuit 418.

The elements composing the timing circuit 422 are selected so as to close the hydraulic circuit.

switch 296d capacitor C3 to charge within about 0.6 seconds while when switching on again mercury switch 296, capacitor C3 to discharge within about 0.13 seconds.

The electronic monitoring and control circuit comprises a ground 424 connected to the ground of the vehicle or its frame 426 by means of a switch box 204 assisting one of the conductors of cable 210. The circuit breaker 20 is connected. conductors of cable 210 and resistor R1 to one of the gate inputs OR; * The node between the resistor R1 and the gate CR, E is connected by the resistor R18 to the positive collector conductor - '- 3.

The system functions as follows. When the vehicle within the system is fitted, moving on a horizontal road, both tilt sensitive 2S6.1 and 236.2 tilt switches are closed. When the accelerator pedal 214 is pressed beyond a first predetermined position, or the front edge 248.21 of the cam

224.2 activates the operating arm 254.1 of the DIP 252.1. This is an output signal at the exit of the AND gate A, whereby the time delay circuit 402 is actuated through the gates OR, P and X and the conductor 427; the output 428 of the time delay circuit 402 is normally just zero. lowering the value over a period of about 1.8 seconds, increasing again the high value.

GR / h! ~ '

It '' '\ \'

Further, as soon as the output signal appears at the output of the AND, A gate, the operation of the pulse generator 404, also via the connector 427, generates 1 HZ pulses. When the output of the time lag circuit is reduced, the electromechanical counter 412 is blocked by the AND gate, so it does not record measurements. The output of the blocking system 408 is usually high so that, by the end of the 1.8 second delay in the coronal delay circuit 402, the electromechanical counter 412 begins to measure each pulse of the pulse generator 404. 410.1. This is the case with the third and subsequent pulses of pulse generator 404 respectively after the time delay circuit / -02 is injected.

Each pulse of the pulse generator 404 supplies the output of the vibrator 406 through the gates AND, V and U to amplifier 410.2 and generates a NILIP signal through the speaker 414.

Accordingly, if the driver of the vehicle maintains the accelerator pedal depressed beyond the preset position at a time exceeding the two acoustic signals, one second shall be recorded at an average speed of 12 seconds per second. However, as soon as the accelerator pedal starts before the third audible signal is started, no measurement is recorded in the recorder.

Function of the pulse generator 404

the meter 400 through the connector 432. After 256 pulses have been counted (that is, after a time of less than four minutes), or the output of the meter, which is normally at a high level, elsewhere5. and decreases at a low level, preventing the operation of the counter 412 and the speaker 414 through the gates S and U respectively. * The purpose of the meter 400 is to stop sounding and to measure a case of a circuit breaker or a circuit breaker 252.1 or 252.2. But 'immediately' as soon as the OR gate is extracted, it reduces to a low level again and the 400 counter and the blocking system 408 are switched off via the connections 436 and 438 respectively.

If the vehicle is moving uphill with a steeper incline, e.g. 1:30 opens the slope of the sensitive switch 286.1 so closing 252.1 does not cause a signal to appear at the exit of the AND gate. , then or the front edge 248.31 of the cam 224.3 actuated on the operating arm 254.2 of the microswitch 252.2. This causes the signal to appear at the output of the AND gate 3, which, through the OR gate, will have this consistency as and / or the signal at the output of the AND gate, A as described above.

If the vehicle is tilted higher, e.g. 1:20 then turns on the slope sensitive 30 of the switch 286.2 then activates it

252.2 does not cause the signal to appear at the exit of the AND gate. B. Under these circumstances the driver of the vehicle may suppress the accelerator's leg at will without any audible or audible signs.

If the driver mistreated the vehicle clutch with a release release, the idle switch 288 operates. * The mercury switch 296 of the idle switch 288 is shown in Fig. 8. * It is shown from the drawing that when DIP 252.1 is closed, that is, the accelerator pedal 214 is exceeded at the second preset position and when the dial switch 296 is OFF as well as OFF Exiting the AND Gate C. This, through the OR gate, will have this consequence as well as the visible signal exiting the AND gate, B.

Further, the signal output at the output of the ANT gate C causes the vibrator 404, through the diode D4, to switch to the frequency of 2H. So

The acoustic signals will be generated at twice the usual frequency of the match at the accelerator depression of the accelerator.

"When the slope is again reduced or the slope under which the movement is moved is closed by the slope of the sensitive switch 2: 6.2 or 286.1, as the case may be, and the actuator is 252.2 or 252.1 at any time. The timing circuit - delay 420 or 418, depending on the case, will, however, create a delay of approximately 4 seconds, giving the driver time to return to the vehicle at normal speed.

The current source 416 is connected through the conduit 452 and one of the conductors of the cable 210 to the positive pole of the battery 454 of the vehicle and includes a possible chargeable nickel cadmium column 450. The column 450 is secured 45 diode D9, voltage stabilizer 458, resistor R37 and light diode 37. Parallel to the column is a Diode ZENER D8. The light-emitting diode lamp 37 emits continuous green light when the system is in operation. The power source 416 is designed in such a way that it can be combined with a 45 car battery from 12 to 36 VOLT.

Between the diode 39 and the voltage stabilization system 458, two resistors X35 and R17 are inserted in series; parallel to resistor R17 is a diode ZENER 35 and a 2-mode pulse transmitter 460.

* The output of the 2-mode multiplexer 460 is connected to a light diode 36. * The 2-mode multiprocessor 460 is designed in such a way that the diode D6 is switched off and provides red indication 45 when switching on and off. This will happen e.g. when cutting cable 210 and attempting to reconnect it. The luminous diode 36 remains in operation until d.

2-mode pulsator 460 by pressing the reactivation knob 462. The reactivation knob 462 is located within the secured monitoring and control box 202 without a two-mode pulsator can be reactivated by the actuator. When the light diode D6 is in operation, it knows for sure that an attempt has been made to interfere with the system.

If there are attempts to cut only some of the conductors of cable 210 there is a possibility of cutting off the conductor between ground 426 of the vehicle and the resistor. This will probably result in the signal appearing on the OR gate output 2, which will cause the audio signals to be counted as described above.

The two slope sensitive switches 286.1 and 286.2 may be replaced by one slope of the sensitive mercury switch 330 with a plurality of contacts, as shown in Fig. 9; 6, to enable or adjust this.

The mercury switch 330 has a common interface 332 at the end thereof and 4 being superimposed by digits 334.1 to 334.4 respectively arranged along it. * The mercury switch 330 is adjusted in such a way that when the vehicle is moved horizontally then the mercury inside the switch causes electrical communication between the common contact 332 and all other devices (2).

334.1 to 334.4. When the vehicle is moving in ascending gradient, or electrical communication will be interrupted sequentially first after contact 334.1, then after contact 334.2 and so on. up to and including communication and after contact 334.4. 0 mercury. switch 330 works thus with four switches, working in conjunction with the accelerator instead of the two as described above, thus responding to 4 permitted blend openings for 4 different slopes. If switch 330 is to be used in the circuit of Fig. 8, then the common interface 332 is connected to the positive collector conductor B, one of the contacts, e.g. or 334.1 is connected to one of the gates of AND, A and one of the other contacts, e.g. or 334.2 to one of the entrances to the AND gate; 3. The upper 334.3 and 334.4 remain dead.

Already referring to Figures 10 to 12, they are shown to be incrementally arranged - for example, a predetermined degree of opening of the adjustment mixture which gives an acoustic signal under the system as the tilt increases . For this arrangement, instead of the embedded cable 208 and the switch box 204, a shaft 336 is mounted on the shaft 216. * The arrangement is such that the resistance of the dimmer is reduced as the acceleration of their acceleration is pushed downwards. Further instead of the inclination of sensitive mercury switches a special type of mercury is provided.

as characterized by the digit 338 in Fig. 11. The instrument has a base of six resistors connected to one of these contacts 342. The second instrument contact 338 is characterized by the digit 344. The instrument power can also be mounted on a gear disc 280 as shown.6 this setting is possible. The function of the instrument 338 is such that the resistance between the surfaces 342 and 344 changes with the change in the inclination of the instrument 338. The instrument 338 is positioned in such a way that the resistance between the surfaces 34 and 344 the slope increases as the vehicle moves.

According to Fig. 12, the rotor 336 and the mercury rod 333 are connected in series by a different resistor between the positive conductor conductor and ground 424. The node between the mercurial conductor 338 and 34 is connected. SCHMITT 350.

* The arrangement is such that when the resistors of the dimmer 336 and the mercury instrument 333 are lowered below a predetermined value, a SCHMITT actuator is activated, and a positive pulse is generated by the output pulse 35. time delay 402 and the pulse generator 404 in Fig. 8. Thus, when the vehicle is moving horizontally, then the mercury resistor 338 will be small and the SCHMITJ actuator will be activated for relatively small openings in the

mixture. On the other hand, when the vehicle is moving uphill then or the resistance of the mercury instrument 333 will be high, the deepest depression of the accelerator's foot 214.

Referring already to Fig. 13, the instrument 354 is shown to be sensitive to inclination 354, which can be used in place of mercury 338. The instrument 354 is an integral adjustment of a cash type commonly used by the TAE. It usually comprises pendulum 356 immersed in oil for damping purposes and the bar is indexed through gear sections 357. * The TAPLEY gauge is adjusted by replacing the indicator by the dimmer 353. The dimmer 358 is then connected to the circuit shown in Fig. 12 by the mercury instrument 333. The instrument 354 may also be used 353 as it rises or slopes under which the movement moves.

Referring already to Fig. 14 is shown a rotating 360 degree rotor which generally resembles that shown in Fig. 13; but instead comprising a rotatable suspension 356 has a fixed 360 degrees rotating rotor . A strain gauge 364 is installed on the pendulum. * The function of the strain gauge 364 is such that the more the pendulum 362 is displaced the more it increases or the electrical resistance of the strain gauge 364t;

If the instrument 360 is used then the stress meter is connected to the circuit shown in Fig. 12 instead of the mercury instrument 333.

Referring already to Fig. 15 there is shown a tractor tractor 366 with a nozzle 368 attached to it. A strain gauge 370 is mounted on the coupling between the tractor 366 and the plow.

The strain gauge operates in such a way as to increase or resist it as the tension between the tractor 366 and the plow is increased. The strain gauge 370 may be connected to the circuit of Fig. 12 at the position of the mercury device 333. Instead of being sensitive to the slope on which the tractor moves, the strain gauge 3 the tractor. Thus, the greater the load applied to the plow 363 on the tractor 366 the more it is possible to push the accelerator foot downwards. As a consequence, a predetermined degree beyond that is controlled and the opening of the mixture controller will be dependent on the load on the tractor 366 and not tilted as it moves.

If deemed appropriate, it may be coupled to switches 252.1 and 252.2, in turn, in turn to respond to a suitably sensitive instrument to any of the following conditions!

1. The vehicle is in flight.

2. The vehicle's engine is overheated.

3. Low or high lubricant pressure on the vehicle.

4. Low fuel in the vehicle.

5. Overheating of vehicle bearings, e.g. Wheel Bearing Ball Bearings, Engine or Gearbox.

6. Overheating of brake linings.

7. Transmission overheating.

8. Cluster overheating.

9. Excessive movement speed.

10. Excessive speed (crankshaft) of the vehicle engine.

Thus the presence of any of the above conditions will cause acoustic signals and be counted if the accelerator pedal is depressed beyond the preset limit.

The third possibility that has been taken into account is that in a switch, both the switch may be a miniature switch or a magnetic proximity switch, it may be possible to predict the mechanism of the clutch, or the arrangement where It is completely free or completely depressed when the switch is open, whereas when the clutch pedal is in the intermediate position, the switch is navigable. This switch may also be connected in parallel to the switch 252.1 or 252.2.

The connection can be made through time-

to vehicle speeds and e.g. 5 seconds when the gear is selected or to the rear of the vehicle. Such a switch functions as an alarm to trigger and measure when the clutch pedal is held in excess of the intermediate position, thereby deteriorating the clutch.

It is obvious that the slopes of the delicate organ can have the form of mercury 10 or any other suitable form. For example to have the pendulum shape with a photoelectric device sensitive to the angular displacement of the pendulum relative to the vehicle.

The present invention relates to the monitoring and control of vehicle operation.

Haiti has assumed that drivers' bad habits are causing severe financial damage to auto fleet owners and others.

Such damages may arise from fuel consumption or generally damage and damage in particular to tires, braking systems, clutches, etc.

It is an object of the invention to provide a method of monitoring and controlling the operation of vehicles, and thereby improving the driving habits of drivers.

According to the invention, the method of monitoring and controlling vehicle operation comprises:

detecting when the fuel supply to the engine of a car exceeds a predetermined value, when the vehicle is subjected to braking, accelerating or centrifugal forces at a reduced or reduced rate; -.

The indicator may take the form of acoustic or visual signals to the driver. * Recording may be accompanied or not accompanied by signals to the driver. The signal transmission may be such that it is repeated at intervals of a few seconds or no fraction or seconds if continued or exceeded. It is furthermore possible, if considered appropriate, to transmit the unregistered signals initially, without warning to the driver to correct an exaggeration condition, or to cause the transmission of signals, if any, or if warning and allowing the excess to continue. The recording may take the form of unit counting if the condition is excessive.

* The finding of the fuel stock may be combined with the finding of the opening of the blade regulator or of the position of the throttle valve relative to a prescribed reference point.

It is therefore possible for the vehicle driver to move with maximum blade opening on the horizontal axis without transmitting signals or recording. However, it is possible for the vehicle to be undesirablely driven even when the aperture of the mixture is smaller than the maximum permitted. The forces may also permit increased mixing opening under certain soil conditions, as described below. · For the purpose of monitoring and controlling the operation of the vehicle under such conditions, the forces related to braking, acceleration or rotational movement shall be monitored and controlled.

The invention also extends to blossom and control, including

first organ to diapistosin when or fuel feed is in the vehicle engine exceeds a prodiagenoammenin honor second organs for detecting when the vehicle is subjected to pedisin, acceleration, centrifugal force exceeds a prodiagegrammenin honor and organic transmission signals or recorder instrument or both, THE dpoGa transmit signals or record at least some cases where these conditions occur.

The signal transmitter may transmit an audible or visual signal or both.

Where appropriate, the signal transmitter may be transmitted immediately prior to recording operations. Such signals are intended to warn the driver of abnormal driving and that if they did not correct their vibration behavior they would start counting. The signal transmitter may be so constructed as to transmit repetitive signals at short intervals provided that abnormal driving behavior continues. Similarly, the recording instrument may be arranged in such a way that it can measure the unit at regular intervals as long as the driving behavior continues. For other reasons, as long as the events extend beyond the prescribed time intervals, overruns are recorded in the form of independent unit measurements.

The organ drink may include difficult ones

terminals so arranged that they operate by displacing the coupling or fuel feed lever (i.e., the accelerator pedal) beyond a prescribed value.

The second instrument may include an inertial switch reacting to forces acting on the vehicle. If deemed appropriate, the interrupts may contain a cell or chamber containing fluid material or movable elements displaced when the base element is connected to a vehicle under control and speed changes. The fluidic material may be a good conductor of electricity and be arranged in such a way that it bridges a pair across the cell or chamber.

As far as possible, isolating agents may be provided for in particular cases of death of the transmitting or recording apparatus or both. So when the vehicle is moving uphill it is advisable to have it available. As a result, the complete opening of the blend regulator, therefore the isolating means are adapted to automatically operate the first instrument operation when more blending of the blend is required under increased load.

It may be considered, therefore, that the insulating means may be arranged in such a way as to operate in a tiered response to loads. It also decreases during epilepsy

A second insulating medium may be provided,

The determination of the amount of fuel supplied to the engine and the first gear may be in accordance with the description of the contents of the parallel pending applications. Patent no. 77/6761, 78/1012 and 78/2964, referring to a method and monitoring system in which a vehicle is driven.

* The invention is already described by way of example and with reference to the drawings appended.

In the Drawings:

Figure 1 shows a diagram of a device in general grams in accordance with the invention.

Figure 2 shows a diagram of a more sophisticated device according to the invention.

Figure 3 shows an arrangement of inertial switches for detecting the braking and accelerating forces in which the vehicle is subject.

Fig. 4 shows an arrangement of inertial switches for detecting centrifugal forces in opposite directions in which the vehicle is subject.

Fig. 5 graphically illustrates the type of driving behavior that should be cultivated by vehicle drivers and

Fig. 6 shows the isolation switch used in the system of Fig. 3; with reference to the drawings, the voter 10

generally an apparatus according to the invention. This comprises a first instrument 12, a second instrument 4, operably connected to a signal transmitter 16, which is operatively connected to a recording instrument 1d; Where appropriate, the first 12 and the second instrument 14 are connected to the recording instrument 18 without mediating the signal transmitter 16. Alternatively, the recording of the instrument 10 can be omitted or useful. Such simple formulas of the invention are suitable for use by drivers wishing to follow their particular driving habits.

However, when heavy-duty fleets are identified, they would like to monitor and control the operation of their vehicles and may require more sophisticated forms of the invention. More sophisticated forms of the invention may be required when training drivers to acquire good driving habits by drawing attention to the various types of errors in their instruction.

Referring already to Fig. 2 of the drawings, an advanced form of the apparatus shown in Fig. 1 is shown, Fig. 14 is adapted to detect four variable, i.e., braking forces, forces and forces. on the left turn and the centrifugal forces on the right turn. These forces are found in the opposite tissues of the inertial switches 14.1, 14.2, 14.3 and; 14.4. 'X.

Each of the above means has a particular means of transmitting signals 16.1, 16.2, 16.3 and 16.4, as well as a separate recording instrument 18.1, 18.2, 18.3 and 18.4.

The first instrument 12 has the same signal transmitter 16.5 as the recording instrument 18.5 itself.

* Such a sophisticated form can distinguish between different driving errors and can be used to train or improve drivers. Such a sophisticated device can of course also be used to monitor and control the operation of vehicles for the purpose of file-keeping by car fleet owners. When guides, however, become accustomed to monitoring and controlling their driving, their shapes can accommodate less complex (and less expensive) types of devices of the invention, without reducing their effectiveness.

* Referring already to Fig. 3 of the drawings is shown a pair of inertial switches in the form of mercury switches so arranged that their azons lie along a perpendicular plane to the direction of movement 14; is positioned in such a way that its axis to form an angle 20 corresponds to the prescribed braking forces.

In other words, when braking forces greater than a prescribed value are applied to the vehicle, mercury 22 at the bottom of the body

THEY WILL MOVE TO THE PERSONS AND BRIDGE THE SPACE BETWEEN THE 26. The circuit is constructed in such a way that there is no guarantee that no signal will be transmitted and no recording will be made during transient or transient times 26 smaller intervals e.g. of 0.13 or 0.15 seconds. This excludes the transmission of sporadic signals or warnings due to mercury splashing and transient bridging of the contact. In other words, the transmission of signals and the recording occurs only when the signals are closed under real and genuine circumstances. * The direction of movement is indicated by the arrow 28.

The acceleration forces are monitored and controlled by the inertia switch 14.2, also located at an angle of 30. * This angle may be greater than, smaller than or equal to, or at an angle of 20. 3. by limiting the acceleration speed, then the angle 30 will be small. But if you have faster acceleration tolerances, then the angle 30 will be higher. At this switch also mercury 32 will move during operation to

25 If the acceleration is too high and bridging the gap between the contacts 34.

Referring already to Fig. 4 of the drawings, the inertia interrupts 14.3 and 14.4 are positioned perpendicular to the right angle as the direction of movement. The axes

They also bend inclined to the horizontal, acting at angles 36 and 38; the size of the angles varies with the permitted centrifugal forces when moving at left or right turns. * Assuming that the direction of motion is such that it can record with an arrow on a paper, then the idle switch 14.3 will operate in a one-way direction to the left, moving the vehicle at high speed, Operate as the mercury 40 will move to the right inside the cartridge and bridge the gap between the contacts 42 and then actuate the signal transmitter 16.3 and the recorder 13.3; similarly, a switch will operate 14 the right hand was taken at high speed. In this case the mercury 44 will move to the right inside the cartridge to bridge the contact 46. Thus, the transmitter 16.4 and the recording instrument 18.4 are put into operation. By decreasing the angles 36 and 38, the speed or speed tolerance of the gear before the start of the transmitter means 16.3 and 16.4 and of the recorders 13; 3 and 18.4 is reduced.

* The sending of the inertia switches of Figures 3 and 4 may be combined by positioning two such switches such that their axes are inclined upwardly on perpendicular planes, intersecting the longitudinal axis of the vehicle at an angle. '0 will switch to acceleration forces'>

both centrifugal forces in one direction, while the other will repeat the braking forces and centrifugal forces in the other direction.

* Such a combination may not present the flexibility of the embodiments of Figures 3 and 4 when used in particular, but may be useful and sufficient.

The circuits connected to contact 34, 42 and 46 and connected to contact 26 are constructed in such a way as to ignore transient short-circuits of the contacts, as if they were coming from mercury ejections if the vehicle was driven. But transient short circuits of about 0.13 to 0.15 seconds are ignored.

Already referring to Figure 5 of the drawings, graphically illustrated unauthorized and permitted driving modes. The first curves are designed with the axis of the vehicle's speed and time. Slot or curve or characterized by the digit 60 comprises a relatively long acceleration period 60.1, a constant continuous acceleration period 60.2 and a smooth deceleration period 60.3. * The device according to the invention can be adjusted in such a way that any behavior of the vehicle according to a curve falling below the curve 60 does not cause signal transmission or cause error or error recording. Either vehicle behavior in accordance with curve 62 did not cause signal transmission or recording.

judged by the curve generally designated as 64, then this behavior falls above the curve 60. Not only is the acceleration or characterized by section 64.1 greater than that permitted by section 60.1, but the braking as shown by section 64.3 is more pronounced than section 60.3; its constant velocity exceeds 64.2 section 60.2 and so on will not transmit signals or record once such constant speed has been achieved.

However, with reference to the curve generally designated by digit 66, it is apparent that the acceleration portion 66.1 violates the prescribed driving mode, both the steering gear section 66.2 and the braking section 66.3;

Upon movement on the uphill slope 12 should be killed as in such cases the driver should have a greater sliding aperture for potential. But you have recovered from the increased burden of climbing. * The necrosis of the instrument 12 may be carried out by means of an isolation switch built into the mercury switches and shall also have a slant along its length.

Reference to Fig. 6 of the drawings is shown for mercury; generally denoted by digit 70 with a quantity of mercury 72, which short-circuited the supernatant 74. They are connected to the plunger 12. * The angle at the bottom

switch 70 corresponds to the slope of the slope to which the instrument 12 is killed. For more details on how this instrument 12 is killed, see the pending grant applications. Patent no. 77/6761, 78/1022 and 73/2964.

Likewise during uphill movement the device 14.2 may otherwise be interrupted by improper signal transmissions and recorded when the vehicle is moving uphill or with a quantity of mercury 32 short-circuited 34 minutes at a time. the device

14.2 By connection and this in turn, you left them 74.

Alternatively, a separate switch arrangement similar to that shown in Fig. 6 may be provided for the necrosis of the device 14.2.

Alternatively, the isolation switch features of Fig. 6 can be switched on with device 14.2 to achieve an interruption when the circuit is interrupted at contact 74 by mercury displacement.

72.

If it is considered advisable to integrate the circuit with the switch 74, such that even when the circuit is interrupted, the circuit can still be switched off 74 It can be set between 1 and 10 seconds in time. In other words, the circuit breaker 74 is interrupted when the vehicle is moving uphill. At time by time Mr

measurements remain in operation as a result of short circuits 34 but these are irrelevant to the illicit instruction. This is, however, limited time, then no measurements will be recorded over time as the vehicle moves uphill. Such a delay would have ensured that if the acceleration was exceeded, the signal transmitter and recorder would be dead. The hysteresis incorporated in the circuit must be sufficiently long to provide sufficient protection against acceleration. Such acceleration can rarely take place over a period of more than a few seconds at a time.

nWhen the vehicle is moving downhill or the driver's compartment is unloaded so that the device may be unmasked or the device may be repainted 14.1. This can be accomplished in such a way as to reduce the device 14.2 as described in reference to Fig. 6. However, by removing the device 14.2 they must be positioned 14. Device 14.1 is also expected to be delayed when the controls 26 remain active while the controls are disconnected and the controls 74 correspond to device 14.1. This is also based on the fact that over-braking can rarely last more than a few seconds at a time. For other reasons, the delay is sufficiently long to allow signal transmission and braking force hypersensitivity to occur at first glance.

A T.

The present invention relates to a method and apparatus for monitoring vehicle operation.

According to the invention there is provided a method of monitoring and controlling vehicle operation, the method comprising during a predetermined period of time whether or not the acceleration or slip velocity of the vehicle is on the vehicle. a prescribed value and warning signal transmission and / or recording, if or so the acceleration or deceleration force exceeds a prescribed value over the predetermined period of time.

* 0 Dr force of acceleration or deceleration has the sense that includes the force the required TO ypeonikisin force of gravity, of epenergousis onboard contrast or transversely to the direction of movement of the vehicle when it moves on ddou inclined and centrifugal a force THE efarmozomenin transversely in the direction of motion when the vehicle is turning at speed.

The preset time can be in the order of ten seconds.

Otherwise when the vehicle is moving on an uphill or downhill basis, or a force of gravity or acting on the vehicle in the direction of movement, or when the vehicle is slow or accelerated, the vehicle is usually applied.

Under this condition you are not recording.

in the event of an acceleration, the vehicle will have, and again at a shorter time, obtain the

speed that .. more the vehicle. * Under these conditions, a slowdown or acceleration indication (A3U5IVS) is recorded.

Also when the vehicle is traveling at high speeds, these centrifugal forces usually do not last more than 10 seconds, so recording is not done when the vehicle is parked eg. on the side of the embankment.

The method may include the transmission of signals at short intervals, provided that the acceleration or deceleration force on the vehicle exceeds a prescribed value and thereafter the end of a predetermined time or period of time, a preset value, less than the preset time, to record the number of signals transmitted at the preset time,

Further according to the invention there is provided a vehicle operation monitoring and control device, or any device comprising:

inertia system for detecting acceleration or deceleration forces on a plane parallel to the surface on which the vehicle and the warning and / or recording devices are operated in response to the alarm or alarm system thereafter or such force on the vehicle exceeds a prescribed value over a shorter period of time than a preset period while impeding signal transmission and / or recording if the prescribed value exceeds the preset length.

The invention is already described in greater detail by way of example with respect to the drawings appended.

In the drawings:

Figure: 1 illustrates the forces of a collapsed vehicle when it is moving on a horizontal road (drawing on the drawing board) when moving on an uphill (center of drawing) and when it is moving on a downhill (right)

Fig. 2 shows a diagram of the device according to the invention for monitoring and controlling vehicle operation.

'Unnoticed' in Figure 1 of the drawings is shown in Fig. 10.1 a moving vehicle on a horizontal road. The weight of the vehicle is determined by the vector W, or the reaction force of the road surface on the vehicle

From the motor of the vehicle, the direction of motion by the vector F. The acceleration force F reduces the drive force required to keep the vehicle in constant motion. Alternatively, if the vehicle brake is applied or braked, an active retarding force D (indicated by a dashed line) on the vehicle.

By the digit 10; 2 the vehicle is designated when moving on an uphill slope. In such a case, the acceleration force P greater than the driving force required to maintain the vehicle steadily moving horizontally must be applied with the same speed as the driving force.

Figure 10.3 indicates the vehicle when moving on a downhill track. In this case the deceleration force must be applied. The brake assist to move the vehicle on the downhill at a constant speed.

Reference to Figure 2 already shows a monitoring and control system 12 for monitoring and controlling vehicle operation. The monitoring and control system 12 comprises an inertia device comprising two ampoules 12.1 and

12.2 containing a quantity of mercury 14 and a pair of electrodes 16. Cartridges 12.1 and 12.2 are located within the vehicle at an angle on a perpendicular plane extending along. 12.1 Adapted to determine forces permitted when the vehicle is moving in the direction 18 while X

W / 4;. *

12.2 is adapted to determine deceleration forces when the vehicle is heading in that direction.

The monitoring and control system further comprises a pulse generator 20, which generates pulses with a frequency of about one pulse per second. Also provided are loudspeaker 22, prosthetic memory 24, comparator 26, timer 28 and counter 30.

* The monitoring and control system function is or follows. When the acceleration force F is sufficiently large to be uniformly applied to the vehicle (either to increase its speed when moving at horizontal speed, or to maintain its speed when moving at an overhead speed) 14

12.1 Will move to the upper end of the cartridge and short circuit the next 16. This will turn on the generator 20 and timer 23. 'The generator - this palm? 20 generates a series of pulses at a frequency of one pulse per second as long as the electrical transfer to the terminals 16 or the ampoule

12.1. Each pulse of the pulse generator 20 generates a warning signal (hereinafter referred to as "FLIPE") transmitted by the loudspeaker 22. * The number of transmitted signals is also counted and stored at 24.

The timer 28 has a constant of about 10 seconds (this can be adjusted). At the end of the time span of timer 28, compare

number sequence of 10 (at a pulse of 1 pulse per second and a time constant of 10 seconds). If fewer than 1C signals have been transmitted, then the number of signals, as stored in memory 24, is fed to the meter 30 and added to the existing meter reading.

If, however, a full set of 10 signals is transmitted per second : then no further counts are added;

at 30, or the pulse generator 20 is interrupted until a recess or electrical contact between the electrodes 16 of the cartridge is interrupted.

12.1. Either signal is interrupted or the signal is transmitted after 10 seconds.

When a recess or electrical contact between them, electrode 16 of cartridge 12.1, is switched off!

timer 23 and prosthetic memory 24 and / or device will be ready for the next operating cycle of ten seconds as soon as the short circuit is restarted and 16. I am operating the cartridge 12.2. cartridge 12.1 except that this is reasonable;

sensitivity to the deceleration forces of the actuator on the vehicle and not the acceleration forces.

However, they are short-circuited 16 of cartridge 12.2 when the vehicle driver is braking excessively, or when the vehicle is moving downhill as shown by figure 10.3 in Figure 1.

When the vehicle is moving horizontally as shown by figure 10.1 in Fig. 1, it is recorded under the tracking and control system of any barbaric acceleration or deceleration. This is what happens

S2 given that the driver cannot maintain such acceleration or deceleration for more than 10 seconds. Conversely, when the vehicle is moving uphill or downhill as shown by the digits 10.2 and 10.3 of Figure 1 then either the acceleration or deceleration force, or the action on the vehicle and the unnecessary force at any time In less than 10 seconds time, you will not be able to count the weight of the driver under such circumstances. Also, when the shaft is of the type with a reclining cab, no measurements are recorded over time, the cab being in maintenance or repair of the vehicle.

In order to exclude or record measurements under the system, the vehicle was gradually stepped toward the end of the uphill or downhill or the chamber returned to its normal position after the end of the repair and due to e.g. vibrations or touches at the electrodes 16 are interrupted during breaks during the transient period, the system 12 may include a timer (not shown). This additional timer operates to slow down the timer 28 and the additive memory 24 for a few seconds, in a way that effectively interrupts or interfaces between the electrodes 16.

The monitoring and control system 12 may,

cartridge glass 12.1 and 12.2 angled but angularly transversely perpendicular. * The connection and cooperation of the rest of the circuit shown in Fig. 2 is either the same for the cartridge 12.1 and 12.2. The task of adding the extra glass cartridges is to determine transverse forces on the vehicle due to its turning, parking or moving it on a transverse slope.

The present invention relates to a detection system.

According to the invention, a detection system is provided, which comprises a container of fluid content within the radiator container and a receiver irradiated with a 1cm transmitter.

the amount of fluid capable of moving within the container and the transmitter and receiver being arranged in such a way as to identify the position of the fluid within the container.

Thus the transmitter and receiver can be arranged on the opposite side of the outside of the container, the container allowing the radiation to pass through it from the transmitter to the receiver, The fluid being illuminated by said irradiation and capable of moving within the container between a position which impedes or passes the radiation from the transmitter to the receiver to the receiver in such a way that it is possible for the transmitter to reach or irradiate it.

The transmitter may be a light source and a photocell receiver. The container may be sealed in transparent light such as e.g. glass.

The fluid may be a mercury deep color ink or other suitable light impermeable fluid. . '7' The detector may include a switch,

operating in such a way as to be able to switch from a state to another, whether or not the receiver receives radiation from the transmitter.

* The cartridge may carry said transmitter following said receiver with one or more positions at intervals over the length of the cartridge.

The arrangement may be such that the switch can only be switched to one state when the radiation is attenuated by the first of said receivers and not by the second of said receivers and only by day. second and not the first of these receivers received radiation.

The transmitter may be the source of said radiation or may be the stopper of radiation transmitted from a source located at a distance therefrom.

When the radiation is visible light then the driver can take the form of fiber optic or fiber optic beam.

"The invention extends to a system sensitive to acceleration, slowing or corner tilt the vehicle, the dpoGon system includes apparatus for detecting as described above prosirmosmenin TO positioning areas vehicle so that forces of acceleration or deceleration energousai on the vehicle or angles of tilt beyond a predetermined value to cause the switches to switch from one state to the other.

The invention is already described in greater detail by way of example and with reference to the accompanying drawings.

Your plans: *

Fig. 1 shows an apparatus according to the invention for detecting a possible acceleration or tilting angle of a car.

Fig. 2 shows part of the accelerator or deceleration detector or tilt angle in one of two directions of movement of the car, and

Fig. 3 shows the simplest form of the apparatus illustrated in Fig. 1.

Referring already to Fig. 1, voter 10 generally features a monitoring and control apparatus capable of detecting vehicle acceleration in the person direction 11, or uphill thereof. The monitoring and control system 10 comprises a detection device 12 and a switch 14.

The detector 12 comprises a glass cartridge 16 mounted inside the vehicle, or an angle thereon perpendicular to a plane extending longitudinally, may be adjusted. Within the cartridge there is a quantity of water 18.

At the lower end of the cartridge 16 are located externally and on opposite sides of the cartridge, respectively, a light source in the form of a light emitting diode 20.1 and a light receiver in the form of a photoelectric cell 20.2. Similarly, at the upper end of the cartridge 16 and on opposite sides of the cartridge respectively, a light-emitting diode 20.2 and a photoelectric cell 22.2 are installed. Light emitting diodes 20.1 and 20.2, as well as photocells

22.1 and 22.2 are connected to the switch system P4; iii

When in use, it was the accelerator vehicle. in direction 11 or moving uphill, or the amount of mercury 18 tends to shift upwards of the cartridge 16. If the degree of acceleration is sufficiently high or the slope of the uphill 18 is high departing from the space between the lamp 20.1 and the photocell 22.1, thereby enabling or receiving light from the lamp 20.1 under the photocell

22.1 and shall be positioned to prevent the passage of light from the passage lamp 20.2 to the photocell 22.2. The circuit breaker system has such a arrangement that it switches to one of these states when no light is transmitted from the toll lamp.

20.1 to photocell 22.1 and when light is transmitted by the lamp 20.2 to photocell 22.2 and to its opposite state when light is transmitted by the lamp 20.1 to photocell 22.2 the photocell 22.2. In this mode, the lamps 20.1 and 20.2 will be continuously switched on.

Alternatively and in order to save energy, the device may be such that the diode lamp

20.2 only actuate when the light of the lamp 20.1 reaches the photocell 22.1 and then only when light passes through the lamp 20.2 to the photocell 22.2 and causes an interruption of the switching system 14

cartridges 24.1 and 24.2. As in the case of the cartridge shown in Fig. 1, cartridges 24.1 and 24.2 may also be arranged one by one along an extended vertical plane. The cartridge 24.1 contains a quantity of mercury 26.1 and the cartridge 24.2 contains a quantity of mercury 26.2.

Fig. 24.1 bears a pair of photocells 28.11 and 28.12 in a similar manner as in the case of photocells 22.1 and 22.2 of Fig. 1. At least 20.1 and 20.2 of Fig. 1 are substituted in Fig. 1 by two of Fig. 30 and 2. 30.2 respectively. The optical fibers 30.1 and 30.2 bear a common light source in the form of a diode lamp 32. Similarly, 24.2 carries photocells 28.21 and 28.22 and a pair of optical fibers 30.3 and 30.4. At optical fibers 3 · 3 and 30.4 also bear the diode lamp 32.

The photocells 28.11, 28.12, 28.22 and 28.21 are also connected to a switch system (not shown) similar to the one shown in Fig. 1 by a vote of 14. The function of the apparatus shown in Fig. 2 is similar in function to the first. Referring to Fig. 1, with the difference that the apparatus of Fig. 2 It is capable of detecting both the acceleration and deceleration, or both the upward motion and the downward movement of the vehicle beyond a specified degree.

The switch system may, at any time, be connected to a transmitter and / or transmitter

signal and / or recording units when the vehicle accelerates or decelerates to more than a predetermined degree.

In addition to the cartridges 24.1 and 24.2, two cartridges can be seen and other two (not shown), arranged at an angular vertical plane. They carry photocells similar to those shown by cartridge 24.1 and 24.2, fiber optic or in particular for each photocell light source. Additional auxqi cartridges work to detect super-speed when the vehicle is turning.

Fig. 3 shows a cartridge 34 similar to the cartridge 16 shown in Fig. 1. If it is considered appropriate to draw 4 cartridges, two one to one perpendicular to each plane. Referring to Fig. 2.

The cartridge 3 carries a single directional lamp 36 (or optical fiber as shown in Fig. 2) and a single photocell 38. Photocell 38 is connected to the circuit breaker 14 (similar to 1 shown). through a time delay circuit 40, with a time delay of about 0.13 'to 0.15 seconds. The time lag circuit

40 works to interfere with the operation of the circuit 14 under transient conditions, that is, when the </ 5744 / mercury shakes interrupt the passage of light through the ................. D. E.

, $ 0 the transient lamp / -6 which the photocell 38.

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GM. K ATTORNEY LAWYER

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Contents11

24 members in 15 offices

This recordMember, by publication date5 more offices are in the list below

Members24

Family members, oldest first
Document	Office	Kind
IT7826795A0	Italy	A0	1978-08-17
IT7826795D0	Italy	D0	1978-08-17
PT68430A	Portugal	A	1978-08-30
IL55364A0	Israel	A0	1978-10-31
DK361278A	Denmark	A	1979-02-18
NO782786L	Norway	L	1979-02-20
EP0001001A1	European Patent Office (EPO)	A1	1979-03-07
ZA774986B	South Africa	B	1979-03-28
BR7805317A	Brazil	A	1979-05-08
JPS5457024A	Japan	A	1979-05-08
ES472567A1	Spain	A1	1979-10-16
EP0007795A1	European Patent Office (EPO)	A1	1980-02-06
AU3897378A	Australia	A	1980-02-21
JPS5540991A	Japan	A	1980-03-22
GR65336BThis record	Greece	B	1980-08-18
US4250485A	United States of America	A	1981-02-10
IL55364A	Israel	A	1981-03-31
US4275378A	United States of America	A	1981-06-23
NZ188153A	New Zealand	A	1981-11-19
US4308452A	United States of America	A	1981-12-29
AU521907B2	Australia	B2	1982-05-06
EP0001001B1	European Patent Office (EPO)	B1	1982-07-14
DE2861950D1	Germany	D1	1982-09-02
IT1098076B	Italy	B	1985-08-31