CA1277745C - Vehicle engine remote start/stop control and protective system - Google Patents

Abstract

VEHICLE ENGINE REMOTE START/STOP
CONTROL AND PROTECTIVE SYSTEM

ABBTRACT

This invention is a remote start/stop and control system for an internal combustion engine of an unattended vehicle operating with a fuel injection system. The engine starts to activate remotely when a car receiver, upon receiving a start command signal from a momentary start/stop-push button integrated in a portable transmitter, energizes first the starter motor solenoid through a parallel starter auxiliary circuit. If certain conditions are met, a parallel ignition auxiliary circuit will connect the car battery to the ignition system. The engine stops to activate remotely when the car receiver, upon receiving a stop command signal from the portable transmitter, disconnects the parallel ignition auxiliary circuit. A latch, of a maximum duration of seven seconds, is located between the battery and the starter motor solenoid to control the rotation time of the starter motor. A timer is used to control the continuity of the parallel ignition auxiliary circuit. The duration of the timer is variable and manually set. A hood switch is provided in the car receiver circuit as interlock in the parallel starter auxiliary circuit.

Description

12~7745 BACKGROUND OF THE INVENTION

The present invention relates generally to a remote start/stop control and protective system for an internal combustion engine and is more partic~llarly concerned with automotive vehicles operating with a fuel injection system.
Numerous remote engine starting systems are disclosed in the prior art, for example the following Canadian Patents Nos.: 990,829; 752,667;
689,528; 1,025,085 1,066,384 and 1,130,426. Such prior art systems fall far short of the ideal for various reasons which include: complexity, undue costs, difficulty to be installed on vehicles already manufactured, overlooked safety considerations and operational shortcomings, and lack of performance reliability over an extended service period.
Thi6 present invention is more speci~ically concerned with improvements to the last-mentioned Canadian Patent No.: 1,130,426.

This new design includes a remote control receiver box to be installed inside the vehicle and a portable transmitter. Based on the new design, the installation of the receiver is now easier to perform and so simplified that the car owner or any mechanic is capable to perform its installation because of reduced number of external connections required.
Furthermore, the starter motor solenoid is initially energized, followed by the ignition system; this sequence allows all available energy from the car battery to be effectively directed towards starting the rotation ~ ~ ....

i;;~77745 of the starter while isolating all other circuits. The starter motor is provide~d with a parallel auxiliary circuit that closes by a "start"
command signal from the portable transmitter. A first timer opens the auxiliary circuit if the engine does not start in 7 seconds. Ignition system is also provided with a parallel auxiliary circuit that closes to energize the ignition system if six requirements are met during starter motor rotation. These six requirements include, among other things, the car alternator output which must exceed a predetermined minimum voltage to allow the ignition sequence to be completed. This improvement allows protection of the car battery from total discharge if the alternator is malfunctioning. An adjustable shut off timer is introduced to allow varying the engine running time before it is automatically shut-off. This new design allows, by the use of logic circuits, the disconnection of the ignition system from the car battery if the gear shift lever i~ on a driving position, it also allows remote engine shut-off through the START/STOP-push button switch in the remote transmitter once remotely started.

Furthermore, a hood safety switch prevents engine remote start when the car hood is open. However, this safety switch will not stop the engine upon opening the hood if it has already been remotely started.

~2~7745 SUNM~RY OF THE IMPROVEMENTS

The present invention expands the use of the remote starter last mentioned Canadian patent of vehicles such as adding the remote stopping option and augmenting the basic control system. It incorporates several additional operating features and protective means to increase reliability as well as introduce new safety features to protect both the car driver and the engine. Briefly, these features may be enumerated as follows:

1. STARTING SEQUENCE: In order to maximize the available battery energy, especially under extreme cold weather conditions, the first improvement in this new design is to limit the battery load by initially energizing the starter motor solenoid, followed by the engine ignition system only when the car alternator output exceeds a certain predetermined minimum voltage.

2. CAR RECEIVER INSTALLATION: The second improvement in the art, as disclosed by the electrical circuits of the present application, permits the owner or any mechanic to more easily install this "Remote Control Start/Stop Receiver" in the car without any complications. Its installation requires approximately 9 connections as compared to about 15 connections as in the last-mentioned patent.

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3. REMOTE ENGINE SHUT OFF: The third improvement in this application is the inclusion of a new option to remotely shut off the engine by the vehicle operator before the adjustable engine rotation period of about 10 to 15 minutes has expired.

4. CAR BATTERY PROTECTION: The forth improvement introduced in the new design is prevention of the full discharge of the car battery when the car alternator is malfunctioning or defective.
The improvement is achieved by providing a signal from the alternator output to indicate that it is charging the battery with the proper DC
voltage. If this signal is not present, the ignition system will be de-energized.
This improvement also provides a secondary benefit to the car owner who becomes capable at all times to verify the functioning order of the car alternator circuit.

5. HOOD SAFETY SWITCH: The fifth improvement is the alteration of the hood safety switch, provided in the latest patent, to prevent its manual by-pass and therefore possible personal injury to the car operator. This safety switch is installed below the car hood.
If the car hood is open, the safety switch will prevent operation of the remote control receiver system. On the other hand, if the car engine is already rotating, whether remotely or manually, opening the car hood will be possible without affecting engine rotation.

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6. GEAR SHIFT LEVER POSITION DETECTOR: The sixth improvement permits, by using a logic circuit, to identify if the gear shift lever is on park/neutral/idle position or on a driving position. If the gear shift lever is put on drive while the starter is remotely rotating, the ignition system will be automatically de-energized. This logic circuit replaces the hardware connections that may be done inside the gear box if the gear shift lever was located on the ground of the vehicle.

7. STARTER ROTATION TIMER: The seventh improvement permits the engine starter to rotate for a maximum period of 7 seconds and then automatically be shut off by a latch regardless whether the car engine has started rotation or not. This improvement provides overheat protection to the starter by limiting its rotation time to 7 seconds.
This period is reduced from the period of 10 seconds allowed in the last-mentioned Canadian patent. It is believed that the 10 seconds period is long and could potentially result in overheating the starter itself or result in total battery discharge especially if the remote starting sequence is frequently repeated within a short period of time.

8. IGNITION TIMER: As in the last-mentioned patent, the starter rotation is automatically stopped within the starter maximum rotation period when a certain engine rotation speed is reached; on the other hand, once the ignition system of the engine is energized, the engine will rotate for an adjustable period of about 10 minutes and then be automatically shut off by a second timer in the car receiver electrical circuit. This i277745 adjustable car warming-up period is the eighth improvement because it allows the car user to achieve optimum comfort conditions which vary according to outside weather conditions.

9. SOI,ID STATE RELAYS: The ninth improvement in this application is provision of solid state components in the car receiver, as an option, to increase the device reliability. These are selected according to military standards, to support extreme temperatures from -40 to +70 degree Celsius.

10. CAR HORN: The car horn, contrary to the last-mentioned patent, is not activated during the initial remote starting period. This tenth improvement prevents unnecessary noise, as the horn does not provide evidence that the engine is continuing to rotate after its initial remote start.

1~745 BRIEF DESCRIPTION OF THE DRAWINGS

Fig-1 is a diagram of the Remote Control start/stop car receiver logics and int:erface car wiring.
Fig-2 is a diagram of the portable remote start/stop transmitter.
If the figure number is not mentioned, the circuit specifications will be in reference to Fig-l.

THE CAR RECEIVER gYSTEM

The manner in which the basic remote control system functions for its purpose may be readily understood by reference to the diagram of Fig-l.

Fig-1 shows a portion of the usual or regular electrical circuit of the vehicle including the car battery, the ignition system, the gear shift lever safety switch, the starter motor solenoid, the brake lights that are operated by a brake switch 17, the car heater which is controlled by a dash switch 18, the air conditioner which is controlled by a dash switch 19 and the emergency lights. The connections to the emergency lights from the regular operating circuits is not shown.
When the Power ON/OFF switch S-5 is in the "ON" position, and the car hood safety switch S-6 is closed, the car battery voltage will be present on line #2. As soon as start/stop -push button of the portable 12~7774S

remote transmitter is pressed (Fig-2), a command signal is transmitted.
The car receiver "RX" (Fig-1) receives the mentioned transmitted signal and inputs it to the first input of the AND-gate G-8. The second input of the said gate is the ignition supply (between line #13 and 16) and is inverted by the INVERTER-gate G-7. The output of the AND-gate G-8 is the "start" signal.If the "start" signal is high (logic 1) contact of relay S-1 closes. When the transmitted signal is received by the car receiver "RX" and the ignition circuit is not energized either manually or remotely, the relay S-l will be energized and its contact will be closed, connecting the battery, through line #3, to relay S-2 and contact of S-2 closes. Provided that contact of S-3 is closed and the gear shift lever is on Park or Neutral position (for automatic transmission) or idle ~for manual transmission), the car battery current will ~low through lines #4 and 11, contacts of S-3 and S-2, diode D-2, lines #7 and 8, to energize the starter motor solenoid and rotate the starter motor.

Contacts of S-3 are always closed unless the engine rotation exceeds a minimum predetermined revolution per minute (around 250 rpm); at this speed the engine speed sensor will supply a voltage on line #9 to open the contacts of S-3 and de-energize the starter motor solenoid.

Once the receiver "RX" receives the transmitted command signal, and if the ignition system is not connected to the car energy source, contacts of S-l followed by S-2 will be closed, the latch T1 will be used to keep ,~

12~7745 contacts of S-2 closed for a maximum period of 7 seconds; the starter motor solenoid will be energized until the engine rotation exceeds the required speed (around 250 rpm), or until the 7 seconds period is over.

As long as the starter motor solenoid is energized, the starter motor will be rotating and rotating with it the alternator and the car engine;
the alternator starts to supply voltage.

Contacts of relay S-4 will be closed if the six following conditions are met:

1. The "STOP" signal generated from the receiver "RX" is not present.
2. The brake pedal is not pressed.
3. Engine speed does not exceed approximately 2500 rpm.
4. The car ignition key is not in "Ignition" position of the Ignition switch.
5. The gear shift lever is on Park, Neutral or Idle position.
6. The alternator is generating a predetermined minimum voltage.

Bach of the first four signals listed above is connected to the "OR"
gate G-5; the output of the "OR" gate is connected to the "Inverter" G-1. The output of the inverter is the first input to an "AND" gate G-2.
The second input to the G-2 is the alternator output voltage through a diode D-6, which i5 added to rectify the generated alternating current.

12~77745 The output of G-2, through the 10/lS minutes Timer T2, controls the contacts of relay S-4.

The fifth signal listed above is used to indicate the position of the gear shift lever without requiring any connection from its safety switch~ A logic circuit is used instead of hardware wiring from the mentioned switch because in most of the cars this switch is located in the gear box. Two inputs are used X and Y, that are located before and after the safety switch. If the lever was left on a driving gear the starter motor solenoid would not be energized, but if the engine was already remotely rotating and has not yet reached 250 rpm approximately, the voltage of point X and Y will be equal to the car battery voltage.
The output voltage of the inverter G-3 will be low (logic 0) which will make the output of the "AND" gate G-4 low (logic 0), output of G-l high ~logic 1) ~considering all other conditions are met), then output of G-2 will be high ~logic 1), closing the contacts of S-4, connecting the car battery voltage to the ignition system. While the starter motor solenoid is remotely energized, and if the gear shift lever is moved to the drive position, the voltage of Y will drop to zero, output of G-3 will be high ~logic 1), output of G-4 high ~logic 1), output of G-l low ~logic 0), then output of G-2 will be low ~logic 0) and open the contacts of S-4 to prohibit the energizing of the ignition system. In case the car is not in use, X will be at zero voltage, making the output of G-4 low ~logic 0), output of G-1 high ~logic 1~, while waiting for the alternator to rotate and generate an output of a certain minimum predetermined voltage to close the parallel ignition auxiliary circuit and energizing the ignition system.

If relay S-4 is energized, by a logic one, contacts of S-4 are closed, then the car battery current will flow through lines #4, ll, contacts of S-4, line #12, diode D-3 and line #13 and energize the ignition system.

As soon as the ignition system is connected to the energy source, the engine starts to independently rotate and other electrical circuits such as emergency lights, ventilation, air conditioning, heating control circuits and other vehicle accessory systems will also be connected to the car battery.

When the engine starts to independently rotate, the emergency lights are simultaneously lit to indicate that the car has started and is still running remotely. These flashing lights will switch OFF if S-4 is de-energized because one of the above mentioned 6 conditions is not met, or at the end of the 10 to 15 minutes period set by timer T2.

Another way to indicate that the engine is remotely activated is through the provision of an optional transmitter "TX" which may be interconnected between line #12 and the car antenna. The receiver will be integrated in the portable remote START/STOP transmitter ~Fig-2). As soon as the engine has been remotely started, line #12 (Fig-l) will be 12~7745 connected to the car battery and will energize the transmitter circuit "TX" that will emit for approximately one second a radio frequency, which is different from the one generated from the portable transmitter.
The transmitted signal will be received by the portable remote transmitter/receiver (Fig-2) and will illuminate a light indicator ( or any other type of indication), to indicate that the car engine has started rotation. This indication will stay ON for about 15 minutes through a latch that will only be reset if the push button (Fig-2) is pressed again or at the end of the Timer duration.

The stop of the flashing lights indicate that the engine is not rotating. In the event the engine stops because of one of the 6 conditions listed above, relay S-4 will be automatically de-energized, opening contacts of S-4, switching OFF the emergency lights, all the accessories and the Ignition system; this prevents any damage to the Ignition circuits such as high voltage coil and the contacts of the distributor.

When the engine has been remotely activated and the driver enters the car, inserts the ignition key and turn the Ignition switch into "Ignition" position, the battery supply that was energizing the Ignition system will be transferred from the remote path (lines #4, 11, contacts of S-4, 12, D-3, 13) to the manual path (lines #4, Ignition switch, 15, D-4, 16 and 13). The remote path will no longer be available :. ~
.L .- ,~.!

~277745 because the output of the timer T2 would then be transferred from logic one to logic zero and will de-energize S-4.
In the event the car engine has been remotely activated (which means a 12V is present on line #12), and the driver presses the START/STOP-push button (Fig-2), the output of the AND-gate G-6 (Fig-l) will be high (logic 1), the output of the AND-gate G-2 will drop from high to low (logic 0) to de-energize relay S-4 and open its contact: the engine speed will then drop to zero and the contact of S-3 will be closed.

As soon as the contact of S-l is closed by a subsequent "START" command signal generated from the driver~s portable transmitter, contacts of S-1 and S-2 will be closed and the cycle is repeated.

12~7~

THE PORTABLE REMOTE START/STOP TRANSMITTER

Fig-2 diagrammatically shows the pocket sized transmitter which is used for remote START/STOP and is incorporated with an optional receiver and both are connected to a common antenna. The receiver is connected to a light indicator.

A battery BTl is connected to one side of the resistor Rl. The second side of the resistor R1 is connected to the positive lead of a grounded capacitor Cl and to the common and momentary START/STOP-push button.

Remote engine START sequence:
Normally the capacitor Cl is fully charged when the push button is not pressed. By pushing the START/STOP-push button, the capacitor Cl discharges to the transmitter circuit "TX" to generate a radio command signal having a duration of approximately one second to start the car engine remotely and at the same time energizing the receiver "RX" (which is an option, Fig-2) to receive the radio signal transmitted from the car's transmitter "TX" (option, Fig-l) indicating that the engine has started rotation when a light indicator is illuminated (Fig-2) and stays ON for around 15 minutes because of a latch included.

Re~ote en~line QTOP sequen¢e:
By pressing the START/STOP-push button (Fig-2), capacitor C1 discharges ~o the transmitter to generate another radio command signal, received by the car receiver, to open contacts of S-4 (Fig-l), so, disconnect the engine ignition system from the car battery supply.

When the push button START/STOP is not pressed, the battery BT1 recharges capacitor C1 through resistor Rl but by virtue of the retarding effect of the resistor it requires approximately 1 minute for the capacitor to be fully charged to the voltage of the battery. Thus, over a period of approximately 1 minute the voltage on the positive side of the capacitor Cl increases from zero to the voltage of the battery.
The transmitter has an operating threshold that is just under the voltage of the battery BTl so that the capacitor C1 must be substantially fully charged to cause the transmitter to send the radio command signal to the receiver on the vehicle. Thus, the capacitor Cl limits the duration of the command radio ~ignal to approximately 1 second, and in conjunction with the resistor~Rl limits to approximately 1 minute the off period between successive radio command signals.

To prevent operation of other cars equipped with the remote starter in the neighborhood, a selection is made to have any co~bination of switches that allow to have a different frequency, and this combination will be identical on both the remote transmitter and the car receiver.

Because of the limitation imposed on the duration of the ON and OFF
periods of the radio signals, no FCC or CRTC licence will be required ~27~4~;

and more power can be used, resulting in operation over longer distances.

~TE: From the above description and drawings, it will be clearly evident that the delineated features of the invention will be accomplished.
Various modifications and options may suggest themselves to those skilled in the art without departing from the spirit of our invention and, hence, we do not wish to be restricted to the specific forms shown or uses mentioned.

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Claims (10)

1- A remote start/stop and control system for an internal combustion engine of a motor vehicle, said motor vehicle including:
a starter motor;
a starter motor solenoid which, when energized, activates said starter motor and causes it to rotate;
an alternator mechanically connected to rotate with said starter motor;
a battery;
an ignition system;
an ignition switch having a start and an ignition position;
a starter motor energizing circuit connecting said battery to said starter motor solenoid through said ignition switch and an ignition system energizing circuit connecting said battery to said ignition system through said ignition switch;
said remote start/stop and control system comprising:
an auxiliary starter motor energizing circuit in parallel with said starter motor energizing circuit and an auxiliary ignition system energizing circuit in parallel with said ignition system energizing circuit, comprising;
a radio receiver for receiving a radio signal transmitted by a portable transmitter and for being activated on receipt of said radio signal;

said radio receiver providing an output signal when activated;
means for connecting said battery to said starter motor solenoid when energized;
said means for connecting said battery to said starter motor solenoid being energized by said start signal of said radio receiver, and thereby energizing said starter motor solenoid to thereby activate said starter motor and cause it to rotate and thereby causing said alternator to rotate and provide an output voltage;
means for sensing a preselected number of predetermined conditions including a minimum value of said output voltage of said alternator, and for providing an energizing signal when all of said predetermined conditions are sensed;
energizing means for connecting, when energized, said battery to said ignition system, said energizing means being energized by said energizing signal;
whereby to energize said ignition system to thereby cause said internal combustion engine to rotate.

2. A remote start/stop and control system as defined in claim 1 wherein:
said radio receiver is also adapted to provide a stop signal;
said vehicle further comprising;
a brake pedal, and means for sensing when said brake pedal is pressed;

means for sensing engine speed and for providing an engine speed signal;
a gear shift lever having PARK, NEUTRAL, IDLE positions or DRIVE
positions and means for sensing when said gear shift lever is in either any one of said PARK, NEUTRAL or IDLE positions or in any one of said DRIVE positions;
said predetermined conditions, in addition to said minimum value of said output voltage of said alternator, comprising:
the absence of said stop signal of said radio receiver;
said brake pedal is not pressed;
said engine speed does not exceed approximately 2500 rpm;
said ignition switch is not in the ignition position thereof; and said gear shift lever is in any one of the PARK, NEUTRAL or IDLE
positions thereof.

3. A remote start/stop and control system and further including means for indicating that said internal combustion engine is rotating.

4. A remote start/stop and control system as defined in claim 3 wherein said means for connecting said battery to said starter motor solenoid comprises:
a first AND gate having a first input terminal, a second input terminal and an output terminal;
said first input terminal of said first AND gate being connected to an output of said radio receiver;

said second input terminal of said first AND gate being connected to the ignition position of said ignition switch through a first inverter gate and a diode, whereby, said second input terminal of said first AND gate is at a logical high when said ignition position is at a zero value;
a first controllable switch means having an input, an output and a control terminal;
the input of said first controllable switch means being connected to said battery;
the control terminal of said first controllable switch means being connected to said output terminal of said first AND gate;
a second controllable switch means having an input, an output and a control terminal;
the output of said first controllable switch means being connected to the control terminal of said second controllable switch means;
a third controllable switch means having an input, an output and a control terminal;
the input of said third controllable switch means being connected to said battery;
the output of said third controllable switch means being connected to the input of said second controllable switch means;
the control terminal of said third controllable switch means being connected to an output of said means for sensing engine speed;
said output of said second controllable switch means being connected to said means for sensing when said gear shift lever is in either any one of said PARK, NEUTRAL or IDLE positions or in any one of said DRIVE positions;
said means for sensing when said gear shift lever is in either any one of said PARK, NEUTRAL or IDLE positions or in any one of said DRIVE
positions comprising a fourth controllable switch means being in a first position when said gear shift lever is in either in any one of said PARK, NEUTRAL or IDLE positions, and being in a second position when said gear shift lever is in any one of said DRIVE positions;
wherein, when said fourth controllable switch means is in said first position, said fourth controllable switch means is connected to said starter motor solenoid;
and wherein, when said radio receiver receives said radio signal transmitted by said portable transmitter, said radio receiver is activated to provide a logic one level at said first AND gate whereby to open said first AND gate and to provide a logic one level output signal at the output terminal thereof;
said logic one level output signal from said first AND gate activating said first controllable switch means to close the contacts thereof whereby said battery is connected to the control terminal of said second controllable switch means to close the contacts thereof;
the contacts of said third controllable switch means being closed when said engine speed is below a predetermined value;
whereby, when said ignition position of said ignition switch is at a zero value, and said engine speed is below said predetermined value, and said radio receiver receives said radio signal transmitted by said portable transmitter, and said gear shift lever is in said first position, said battery is connected to said starter motor solenoid through said third controllable switch means, said second controllable switch means and said fourth controllable switch means.

5. A remote start/stop and control system as defined in claim 4 and further including:
a second AND gate having a first input terminal, a second input terminal and an output terminal;
the first input terminal of said second AND gate being connected to said output terminal of said radio receiver;
the second input terminal of said second AND gate being connectable to said battery through a fifth controllable switch means;
an OR gate having a first input terminal, a second input terminal, a third input terminal, a fourth input terminal and a fifth input terminal and an output terminal;
the first input terminal of said OR gate being connected to said output terminal of said second AND gate;
the second input terminal of said OR gate being connected to the ignition position of said ignition switch;
the third input terminal of said OR gate being connected to said means for sensing when said brake peddle is pressed;
the fourth input terminal of said OR gate being connected to said means for sensing said engine speed;

a third AND gate having a first input terminal, a second input terminal and an output terminal;
said fourth controllable switch means having an input terminal and an output terminal;
said first input terminal of said third AND gate being connected to said input terminal of said fourth controllable switch means;
a second inverter having an input terminal and an output terminal;
said output terminal of said second inverter being connected to said second input terminal of said third AND gate;
said input terminal of said second inverter being connected to the output terminal of said fourth controllable switch means;
a third inverter means having an input terminal and output terminal;
said output terminal of said OR gate being connected to said input terminal of said third inverter means;
a fourth AND gate having a first input terminal and a second input terminal and an output terminal;
said first input terminal of said fourth AND gate being connected to said output terminal of said third inverter means;
said second input terminal of said fourth AND gate being connected to an output terminal of said alternator;
said fifth controllable switch means having an input terminal, connected to said battery, and an output terminal, connected to said ignition system, and a control terminal connected to said output terminal of said fourth AND gate;

whereby: when said brake pedal is not pressed; and when said engine speed does not exceed a predetermined value; and when said ignition switch is not in said ignition position; and when said fourth controllable switch means is in said first position; and when said alternator generates a voltage above a predetermined minimum;
then there is a zero logic level at said output terminal of said second AND gate;
so that said ignition system is connected to said battery through said fifth controllable switch means;
whereby, said ignition system is energized.

6. A remote start/stop and control system as defined in claim 5 wherein, when said engine is operating and a second radio signal is transmitted by said portable transmitter, said output of said second AND
gate is a logical one, so that the output terminal of said third inverter means is a logical zero, so that the output of said fourth AND
gate is a logical zero, so that the contacts of said fifth controllable switch means are open, whereby said ignition system is deenergized.

7. A remote start/stop and control system as defined in claim 6 and including a first timer means connected between the control terminal and the output terminal of said second controllable switch means whereby, at the termination of the period set by said first timer means, the contacts of said second controllable switch means are open, thereby to disconnect said battery from said starter motor solenoid.

8. A remote start/stop and control system as defined in claim 7 and including a second timer means connected between the output terminal of said fourth AND gate and the control terminal of said fifth controllable switch means;
whereby, at the termination of the time period set by said second timer, the contacts of said fifth controllable switch means are open thereby to deenergize said ignition system.

9. A remote start/stop and control system as defined in claim 8 wherein said second timer means is variable and manually set.

10. A remote start/stop and control system as defined in claim 9 wherein said vehicle has an openable hood;
a hood switch being mounted on said hood to be opened when said hood is open;
said hood switch being disposed in circuit between the input of said first controllable switch means and said battery;
whereby, when said hood is open, said auxiliary starter motor energizing circuit is inoperable.