Note: Descriptions are shown in the official language in which they were submitted.
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ROTARY VALVE
FIELD OF THE INVENTION
The present invention relates to anti-theft devices, in general and, in
particular,
to anti-theft devices of the immobilizer type for motor vehicles.
BACKGROUND OF THE INVENTION
Vehicle theft is a problem around the globe. In order to prevent theft, a wide
variety of devices have been developed, ranging from manual locks to
electronic
immobilizers which prevent, for example, the flow of gas to the motor, or
disconnect
the power to various electrical systems of the vehicle. Some of these devices
are
described in the following patents: US 3645352, US 3653406, US 3870274, US
3872953, US 4579202, US 4793661, US 4881615, and US 5259665.
It has been found, however, that these conventional aiiti-theft devices can be
by-passed, neutralized or removed, leaving the vehicle with no protection.
One solution to this problem was proposed in US Patent 5,375,684. US
5,375,684 describes a brake release lock including a first connecting element
for
comlection to the master cylinder of a bralcing system, and a second
connecting
element for connection to the wheel cylinders of the bralcing system. A first
passageway is provided connecting the first and second elements, having a
valve seat
and bore for a check valve spring-biased against the seat and configured in
such a
way as to permit fluid to flow from the master cylinder to the wheel
cylinders, but to
prevent fluid from returning from the wheel cylinders to the master cylinder.
The
device further includes a second passageway connecting the first and second
connecting elements, bypassing the first passageway, and a solenoid valve
responsive
to signals producible by an authorized user of the vehicle, for cutting off
the second
passageway after the vehicle has been parked, and for re-establishing the
second
passageway prior to driving off the vehicle.
This device is very complicated to assemble and maintain, and includes the
use of bi-level passageways, i.e., not co-planar and non-intersecting. These
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passageways, in the patented design, are very difficult, to seal. More
troublesome is
the fact that it is possible for this device to assume a position, during
driving, which
does not allow fluid to pass through the valve and reach the wheel cylinders,
thereby
preventing a legitimate driver from applying the bralces and possibly causing
an
accident. Moreover, if the tube from the master cylinder to the wheel
cylinders is cut,
the other bralces (i.e., handbralce, parking brake) can still worlc. Even if
all the brake
fluid lines are neutralized, the thief can still take the car and use the
parking brake for
stopping.
Accordingly, there is a long felt need for a reliable system for preventing
theft
of vehicles, and it would be very desirable is such a system provided improved
safety
for legitimate drivers of the vehicle.
SUMMARY OF THE INVENTION
The present invention relates to a rotary valve for use in hydraulic and/or
pneumatic systems, which permits selective closure of a fluid line in the
system.
In accordance with one embodiment of the present invention, a system is
provided to prevent vehicle theft while the vehicle is parked, by locking one
or more
systems in the vehicle, thereby preventing their normal functioning.
In particular, the present invention relates to a valve for use in an anti-
theft
system which limits fluid flow through a selected fluid line in a selected
vehicle
system, so as to lock a ciucial hydraulic or pneumatic system in a motor
vehicle, most
particularly the bralces. The rotary valve includes a ball assembly
characterized by
permitting fluid flow through the valve in one direction at all times, e.g.,
to permit a
driver to apply the brakes, and permitting fluid flow through the valve in two
directions in all except one position, i.e., so as to permit a driver to
release the bralces.
There is provided, according to the present invention, a rotary valve having a
fluid inlet and a fluid outlet, the rotary valve including a housing for
mounting in a
fluid line controlling an hydraulic or pneumatic system, and a ball assembly
mounted
in the housing, the ball assembly including: at least two intersecting fluid
flow
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passageways; and a check valve mounted in an inlet of one of the passageways;
the
ball assembly and the housing being configured and adapted to permit fluid
flow
through the housing from the fluid inlet to the fluid outlet in all positions
of the ball
assembly, and to permit fluid flow through the housing from the fluid outlet
to the
fluid inlet in all except one position of the ball assembly, in which one
position the
check valve maintains pressure in the fluid line for loclcing the hydraulic or
pneumatic system.
It is a particular feature of the invention that there is an open fluid
passage
from the fluid inlet to the fluid outlet in every position of the ball
assembly element
relative to the housing, but only one position in which fluid flow is
prevented in the
opposite direction. Preferably, the rotary valve is coupled to a controller
for
controlling rotation of the ball assembly.
According to a preferred embodiment, the housing includes the fluid inlet and
the fluid outlet, and the valve further includes a first annular seal mounted
in the
housing adjacent the fluid inlet, a second annular seal mounted in the housing
adjacent the fluid outlet, the second seal having a larger inner diameter than
the first
seal, the ball assembly is mounted in the housing between the first seal and
the
second seal, the ball assembly including: first and second opposing truncated
sides; a
first fluid flow passageway extending between the first and second truncated
sides,
and permitting bi-directional fluid flow therethrough from the first ti-
uncated side to
the second truncated side and in reverse; a second fluid flow passageway
extending
through the ball assembly, intersecting the first fluid flow passageway, and
having a
valve seat and a poppet mounted at one end of the second passageway forming
the
check valve, to prevent, together with the second seal, fluid flow from the
fluid outlet
to the fluid inlet in the one position of the ball assembly; a poppet
retaining element
mounted in the ball assembly; and further comprising means for rotating the
ball
assembly between a bi-directional fluid flow position and the one position.
There is further provided according to the present invention an anti-theft
system including at least one valve as described above, coupled to a
controller for
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selective rotation of the ball assembly element. Preferably, the system
includes two or
more such valves, and further includes means for coupling all of the valves
for
synchronous operation/rotation.
If desired, a remote control device, a biosensor, a key pad or a code pad may
be used to arm the system.
Most preferably, the system further includes means for neutralizing the
handbrake of the vehicle, as well, so that all the brakes in the vehicle are
locked.
There is also provided according to the present invention a method for
forming a rotary valve including providing a rotary valve housing having a
fluid inlet
and a fluid outlet, for mounting in a fluid line controlling an hydraulic or
pneumatic
system, mounting a ball assembly in the housing, the ball assembly including:
at least
two intersecting fluid flow passageways; and a check valve mounted in one end
of
one of the passageways; the ball assembly and the housing being configured and
adapted to permit fluid flow through the housing from the fluid inlet to the
fluid
outlet in all positions of the ball assembly, and to permit fluid flow through
the
housing from the fluid outlet to the fluid inlet in all except one position of
the ball
assembly, in which one position the check valve maintains pressure in the
fluid line
for locking the hydraulic or pneumatic system.
There is also provided, according to the invention, a method for forming an
anti-theft system, the method including providing at least one rotary valve
including:
a housing having a fluid inlet and a fluid outlet for coupling in a fluid
line, a first
annular seal mounted in the housing adjacent the fluid inlet; a second annular
seal
mounted in the housing adjacent the fluid outlet, the second seal having a
larger inner
diameter than the first seal; a ball assembly mounted in the housing between
the first
seal and the second seal, the ball assembly including: first and second
opposing
truncated sides; a first fluid flow passageway extending between the first and
second
truncated sides, and permitting bi-directional fluid flow therethrough from
the first
truncated side to the second truncated side and in reverse; a second fluid
flow
passageway extending through the ball assembly, intersecting the first fluid
flow
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passageway, and having a valve seat and a poppet mounted at one end thereof to
form a check valve, to prevent, together with the second seal, fluid flow from
the
fluid outlet to the fluid inlet in one position of the ball assembly; a poppet
retaining
element mounted in the ball assembly; and coupling means for rotating the ball
assembly between a bi-directional position and the one position to the ball
assembly;
and coupling an arming/disarming controller for controlling the means for
rotating to
the means for rotating.
According to a preferred embodiment, the method further includes providing a
handbralce neutralizing mechanism and coupling it to the arming/disarming
controller
for synchronized operation.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention will be further understood and appreciated from the
following detailed description taken in conjunction with the drawings in
which:
Figure 1 is a schematic sectional illustration of an anti-theft system
consttucted and operative in accordance with one embodiment of the present
invention;
Figures 2a to 2h are schematic illustrations of an anti-theft valve according
to
one embodiment of the invention in operation;
Figure 3a is a schematic illustration of a ball assembly for a rotary valve
according to another embodiment of the invention;
Figures 3b and 3c are illustrations of multiple valve anti-theft systems,
according to the invention;
Figures 4a, 4b and 4c are schematic illustrations of alternative valve
locations
for anti-theft systems according to the invention;
Figures 5a and 5b are schematic illustrations of anti-theft systems, according
to additional embodiments of the invention;
Figure 6 is a block diagram illustration of an anti-theft system, according to
a
preferred embodiment of the invention;
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Figures 7a, 7b and 7c are schematic plan, top and alternative top
illustrations
of a handbralee/parking bralce disengaging mechanism according to one
embodiment
of the invention;
Figures 8 and 9 are block diagram illustrations of anti-theft systems,
according to further embodiments of the invention;
Figure l0a is a schematic illustration of a rotary valve according to another
embodiment of the invention;
Figure lOb is a schematic illustration of a rotary valve according to an
alternative embodiment of the invention;
Figure 11a is a schematic illustration of a rotary valve according to a
further
embodiment of the invention;
Figure llb is a schematic illustration of a rotary valve according to a
further
embodiment of the invention;
Figure 12a is a schematic illustration of a rotary valve according to another
embodiment of the invention;
Figure 12b is a schematic illustration of the rotaiy valve of Figure 12a in
another position.
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DETAILED DESCRIPTION OF THE INVENTION
The present invention relates to a rotary valve for use in hydraulic and/or
pneumatic systems, which permits selective closure of a fluid line in the
system. The
rotary valve is particularly suited for anti-theft systems for motor vehicles,
and will
be described herein with reference thereto. However, it will be appreciated
that the
valve can be utilized in any other hydraulic or pneumatic system having a
fluid line.
The invention will be described, in particular, with reference to a novel anti-
theft valve permitting locking of a fluid line in the vehicle, whether
hydraulic or
pneumatic, when the vehicle is parlced. The system enables normal use of the
loclcable element or system (e.g., the normal use of the bralcing system)
during
driving, but locks the element, whether brakes, steering wheel, fuel line, or
other
element, when the vehicle is parked and the system is armed. The system
includes at
least one ball asseinbly having a check valve tlierein, and a controller for
the ball
assembly.
Referring now to Figure 1, there is shown a schematic sectional illustration
of
an anti-theft system 10 constructed and operative in accordance with one
embodiment of the present invention. Anti-theft system 10 includes a ball
assembly
12 mounted in a fluid line 14 carrying fluid to an hydraulic or pneumatic
mechanism
in the vehicle, such as brakes, steering wheel, fuel or gas supply, etc. Ball
assembly
12 has a fluid inlet 16 and a fluid outlet 18, for connection in the fluid
line, for
instance, inside a pump, or between a fluid reservoir and a fluid destination.
According to one embodiment of the invention, the anti-theft system 10 is
mounted in
a brake line, and fluid inlet 16 is coupled to a master cylinder (not shown),
while
fluid outlet 18 is coupled to a wheel cylinder (not shown).
A toothed whee120, which is coupled to a motor 22 or other rotation means, is
coupled via a shaft 21 to ball assembly 12 to cause rotation of the valve.
Preferably, a
controller 24 is provided to control actuation of the motor 22.
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Figures 2a to 2h are schematic illustrations of an anti-theft valve 30
according
to one embodiment of the invention, in operation. Anti-theft valve 30 includes
a
substantially hollow housing 32 having, at one end thereof, a fluid inlet 36.
An
annular seal 38 provides a seal for inlet 36. Annular seal 38 may be supported
by a
seal support 39 as shown, which may, alternatively, be an integral part of
housing 32.
At the other end thereof, housing 32 has a fluid outlet 40. Another annular
seal 42 is
provided in housing 32 to seal fluid outlet 42. The diameter of annular seal
42 is
larger than that of annular seal 38. A ball assembly 44 is rotatably mounted
inside
housing 32. As can be seen, ball assembly 44 is truncated on two sides 45, 45'
so as
to allow passage of fluid in most positions, as described below.
Ball assembly 44 includes a first throughgoing passageway 46 between
truncated sides 45, 45', which permits fluid flow in both directions through
it. Ball
assembly 44 also includes a second throughgoing passageway 50. Throughgoing
passageway 50 defines a substantially cylindrical fluid passageway, and one
end
tapers to define a valve seat 52 in which is held a poppet 54, forming a check
valve.
In this embodiment of the invention, second throughgoing passageway 50 is
perpendicular to first throughgoing passageway 46, and intersects first
passageway
46. In such an embodiment, the valve comprises a uni-level passageway in two
perpendicular directions.
Means for preventing the poppet 54 from falling out of ball assembly 44 are
provided, here illustrated as a sleeve 56 having a longitudinal slit 58.
Sleeve 56 seats
in first passageway 46 and limits the motion of poppet 54. A groove 48 may be
provided for receiving a shaft or other means for rotating valve 44.
Operation of anti-theft valve 30 is as follows. Ball assembly 44 can rotate
within housing 32 in such a way that at least a portion of either the first or
the second
throughgoing passageway provides a fluid flow path from the fluid inlet 36 to
the
fluid outlet 40. It is a particular feature of the present invention that a
fluid flow path
in the reverse direction, from the fluid outlet 40 to the fluid inlet 36, is
also provided
in every position of ball assembly 44 except one, as described below. This
allows a
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legitimate user to utilize the braking or other system at any position of the
ball
assembly, thereby preventing the possibility of inadvertent disconnection of
the fluid
line, in the unlikely event of malfunctioning of the anti-theft valve.
Figs. 2a and 2g are respective top and side views of anti-theft valve 30 in a
position for bi-directional operation. In this position, first throughgoing
passageway
46 is aligned between the fluid inlet 36 and the fluid outlet 40, and fluid
can flow as
shown by the arrows, from a pump or master brake cylinder or other source of
fluid
through inlet 36, via first passageway 46, and out outlet 40 to a fluid
destination, such
as a wheel cylinder, so as to actuate a mechanism in the car, such as applying
the
brakes to stop. In addition, fluid can freely flow in the opposite direction,
through
fluid outlet 40, first passageway 46 and inlet 36, so as to release the
mechanism, for
example, so as to release the brakes.
When it is desired to lock a mechanism in a vehicle using anti-theft valve 30
(i.e., to arm the anti-theft system), ball assembly 44 is rotated to the
position
illustrated in Figs. 2b and 2h, respective top and side views of anti-theft
valve 30 in a
position for uni-directional operation. In this position, second throughgoing
passageway 50 is aligned between the fluid inlet 36 and the fluid outlet 40,
and fluid
can flow as shown by the arrow, from a pump or master brake cylinder or other
source of fluid through inlet 36, via second passageway 50. The fluid passes
through
passageway 50 by pushing poppet 54 away from valve seat 52, so as to open the
passageway 50, around retaining sleeve 56 and out outlet 40 to a fluid
destination.
However, in this position, pressure is trapped in housing 32. The pressure
acting in
this direction on poppet 54 acts to urge poppet 54 to sealingly seat against
valve seat
52. In addition, any fluid flowing around ball assembly 44 is trapped inside
housing
32, as the ball assembly sealingly engages annular seals 38 and 42. Thus,
fluid cannot
flow in the opposite direction, through fluid outlet 40, second passageway 50
and
inlet 36 so as to release the mechanism, i.e., to release the brakes.
Figs. 2e and 2f are respective side and top views of anti-theft valve 30 in an
alternative position for bi-directional operation. In this position, too,
second
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throughgoing passageway 50 is aligned between the fluid inlet 36 and the fluid
outlet
40, and fluid can flow as shown by the arrows. In this case, fluid flows
through inlet
36 and into second passageway 50. As fluid reaches sleeve 56, it enters via
slit 58
and passes through first passageway 46 into hollow housing 32. As can be seen,
ball
assembly 44 is adapted and configured such that, in this position, it does not
engage
annular seal 42, so fluid can flow out through outlet 40 to a fluid
destination. In
addition, in this position, fluid can also flow in the opposite direction.
Pressure acting
on poppet 54 serves to open passageway 50. At the same time, fluid can flow
around
the rounded portion of the ball assembly forming valve seat 52, past annular
seal 42
through first passageway 46 and out through second passageway 50 and inlet 36.
Fig. 2d is a top view of anti-theft valve 30 in an alteinative position for bi-
directional operation. This position shows ball assembly 44 rotated again so
that first
passageway 46 is aligned between the fluid inlet 36 and the fluid outlet 40,
and fluid
can flow as shown by the arrows and in the reverse direction (both
directions).
Even in intermediate positions, such as that shown in top view in Fig. 2c, it
can be seen that passage of fluid is provided, at least in the direction of
the arrows so
as to permit actuation of the mechanism in the vehicle. In this position,
fluid can flow
around ball assembly 44 between annular seals 38 and 42, and into second
passageway 50, through slit 58 into first passageway 46 and through housing 32
out
the outlet 40.
Thus, it will be appreciated that ball assembly 44 is designed such that, in
every position of the ball assembly 44, a fluid flow path exists from the
fluid inlet to
and through the fluid outlet. In addition, a fluid flow path in the reverse
direction,
from the fluid outlet 40 to the fluid inlet 36, is provided in every position
of ball
assembly 44 except that shown in Figs. 2b and 2h, in which poppet 54 seals
valve
seat 52 while annular seal 30 seals fluid inlet 36. In other words, when the
device is
unarmed, at any position of the ball assembly, the fluid can move freely
through both
directions, and the valve, when armed, is uni-directional, in such a way that
by
pressing the bralce pedal, the brakes are locked and remain locked, even after
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pedal is released. This provides the very important safety feature, when used
in the
brake system, of ensuring that, in any position of the ball assembly, the anti-
theft
valve of the present invention will not prevent application of the bralces so
as to stop
the vehicle.
According to one preferred embodiment of the invention, several anti-theft
valves are mounted in a single system or vehicle. In this case, two or more of
the
valves may be coupled for synchronized operation.
Fig. 3a is a schematic illustration of a ball assembly 60 for an anti-theft
valve
according to an alternate embodiment of the invention. A first throughgoing
passageway 61 is provided through ball assembly 60 for two-directional fluid
flow,
and a second throughgoing passageway 63 is provided perpendicular to, and
intersecting first throughgoing passageway 61. One end of second passageway 63
is
tapered and holds a poppet 65, forming a check valve. In this embodiment, the
retaining element 67 for the poppet 65 is a spring mounted in passageway 63.
Operation of the valve with this ball assembly is substantially the same as
that
described above with regard to Fig. 2a.
Figs. 3b and 3c are schematic top view illustrations of multiple-valve anti-
theft systems, according to the invention. Fig. 3b shows two anti-theft valves
60
arranged for mounting in adjacent fluid lines, such as brake fluid lines. Each
anti-
theft valve 60 is coupled via a shaft to a gear wheel 62, having upstanding
teeth 63,
for rotating a ball assembly (not shown) inside the anti-theft valve. Gear
whee162, in
turn, is coupled via a transmission 64 to a motor 66. Transmission 64 consists
of a
shaft with two spur gears 68, each arranged to engage the upstanding teeth 63
of one
gear wheel 62. In this way, operation of motor 66 causes transmission 64 to
transfer
the rotational movement to each of gear wheels 62 in a synchronized fashion.
In this
way, for example, the brakes of any number of wheels of a vehicle can be
locked
substantially simultaneously. Synchronized operation is preferred for proper
functioning of the device, as well as for safety in operation.
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Fig. 3c shows two anti-theft valves 70 arranged for mounting in adjacent fluid
lines, such as brake fluid lines. Each anti-theft valve 70 is coupled via a
shaft to a
gear wheel 72, having teeth 73 around the periphery, for rotating a ball
assembly (not
shown) inside the anti-theft valve. Gear wheel 72, in turn, is coupled via a
transmission 74 to a motor 76. In this embodiment, transmission 74 consists of
a
shaft with two worm gears 78, each arranged to engage the peripheral teeth 73
of one
gear wheel 72. Operation of motor 76 causes transmission 74 to transfer the
rotational movement to each of gear wheels 72 in a synchronized fashion to
move the
valves between their armed and disarmed positions. In this manner, no energy
is
required to maintain either the armed position or the disarmed position, so
the anti-
theft system according to the invention cannot be bypassed by energizing the
gears.
Also, this is a self-loclcing mechanism that ensures that the valve will not
accidentally
voluntarily rotate from a certain position to another. That is another safety
measure of
this embodiment.
Alternatively, each valve may have its own independent motor, and some or
all of the motors can be electronically synchronized by a controller, by wired
or
wireless means. In this case, the valves need not be adjacent one another.
While the systems of the embodiments of Figs. 3b and 3c have been illustrated
with two anti-theft valves, it will be appreciated that, alternatively, any
desired
number of valves can be connected for synchronized operation.
One preferred use for the anti-theft valves of the present invention is in
brake
fluid lines in a motor vehicle. Figures 4a, 4b and 4c are schematic
illustrations of
alternative valve locations for anti-theft systems according to the invention.
The
valves are to be placed between the vehicle braking system pump and the
wheels. In
Fig. 4a, a single anti-theft valve 80 is disposed inside the brake fluid pump
82. In this
way, a single valve can control the brakes to all the vehicle wheels.
In Fig. 4b, a pair of anti-theft valves 84 is disposed inside a pair of
pressure
lines 86, each leading to two wheels. Synchronized actuation of these two
valves can
control the brakes to all the vehicle wheels.
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Alternatively, in Fig. 4c, four anti-theft valves 88 are disposed inside four
pressure lines 89 leaving an ABS 87, one coupled to the brakes on each wheel.
These
valves may be coupled to one anotller so that a single actuator can control
the brakes
on all the vehicle wheels. In this embodiment, (e.g., where an ABS system is
found in
the car and there is no space to put the valves and its controller before the
ABS
system), four valves are used. Alternatively, two valves may be used, and
these may
be placed between the bralce pump and the ABS system.
Thus, a single motor can regulate the movement of 1 to N valves
synchronously using a generic connecting element, as provided by these or
alternative embodiments of the invention. It will be appreciated that, in each
of these
embodiments, a controller (not shown) is provided in the vehicle to permit
arming of
the anti-theft system. The controller may include a panel on the dashboard,
through
which the arming/disarming is accomplished, using an identification element
such as
a normal car key, biometry, coded radio frequency key, etc. If desired, a
remote
control device, a biosensor or a code pad may be provided for arining the
system.
In one embodiment, the system is passively armed, and activation of the
identification element disarms it. An example of passive arming of the system
includes an automatic alrning that occurs when the engine is switched off. In
another
embodiment, the system is actively armed, e.g., the user activates a remote
control
when leaving the car. To disarm the system upon returning to the car, the user
activates the remote control again.
It will be appreciated that the use of more than one valve makes it
significantly more complicated to steal a vellicle. It might be possible to
neutralize
the effect of a single valve. However, when plurality of valves is placed in
all
relevant pressure lines, thereby disabling the bralcing system as well as the
steering
system, there would then be no point for a thief in stealing the vehicle by
trying to
drive it without bralcing or steering systems.
To prevent bypassing the valves, they may be connected directly to the pump,
as shown in Fig. 4a, for example, such that there is no access to the inlet
side of the
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valves. In this embodiment, when a pump manufacturer uses the valves inside
the
pressure pump, a potential thief would lose a lot of time in trying to bypass
or disable
the locking system of the braking and/or steering system according to the
present
invention.
In order to have a standard set of valves that will be suitable for different
kinds of pumps, a non-centric adapter is used to adjust for the different
sizes of the
brakes pump outlets to fit the size of the anti-theft system's inlets.
Typically, the device has a fail-safe mechanism, which means that when
necessary, the brakes can be activated to stop the vehicle. Correspondingly,
the
device typically ensures that while an authorized user is using the vehicle,
no sudden
unwanted braking will occur. This principle works with respect to the power
steering,
as well.
According to one embodiment of the invention, an anti-theft mechanism can
be used on the power steering system. See, for example, Figs. 5a and 5b,
schematic
illustrations of anti-theft systems according to additional embodiments of the
invention. In these embodiments, the valve, when armed, is unidirectional, in
such a
way that by turning the steering wheel, the wheel direction is locked and
remains
locked, even after the steering wheel is released. This disables proper
turning of the
vehicle (e.g., by locking the wheels in a position to the left or right, once
the would-
be thief has turned the wheels in that direction). In the embodiment of Fig.
5a, an
anti-theft valve 90 is disposed inside the steering wheel pump 92, thus
preventing
access for bypassing. In the embodiment of Fig. 5b, the anti-theft valve 94 is
disposed inside the pressure line 96 to the steering wheel.
Figure 6 is a block diagram illustration of an anti-theft system, according to
a
preferred embodiment of the invention. In this system, one or more anti-theft
valves
100 are installed in the vehicle bralces, and coupled to an electronic
controller 102 for
arming and disarming. In addition, a disengaging mechanism 104, coupled to the
mechanical handbralces 106 of the vehicle, is also coupled to electronic
controller
102. In this embodiment, when an unauthorized person starts the vehicle, its
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mechanical brakes (i.e., non-fluid-based brakes) such as hand brake or parking
brake
must be rendered non-operational by the thief in combination with the above
mentioned anti-theft valves. Therefore, it becomes impossible to stop the car
in any
way when the elements (the valve on the pressure line and the disengaging
mechanical part) are cut off or bypassed. The necessity for the thief to cause
such
damage to the vehicle is a strong disincentive against stealing the vehicle.
Braking
elements such as the parking bralce and hand brake can be neutralized, by
making
them be always-on during unauthorized use. In order for the thief to bypass
this
always-on state of the parking and/or hand brake, the thief must disable them.
As
noted, there is a strong disincentive to disabling these brakes if the thief
wants to
drive the car away.
Figs. 7a, 7b and 7c are schematic plan, top and alternative top illustrations
of
a handbrake/parking brake neutralizing mechanism 110 according to one
embodiment of the invention. First, the cable of the brake is cut in two
pieces 112,
112'. One piece 112' of the cable is coupled to a toothed wheel 114, and the
other
piece 112 of the cable is coupled to a smaller, non-toothed wheel 116. A
movable pin
118 is coupled to non-toothed wheel 116 and arranged for releasable engagement
with toothed wheel 114. A solenoid 120 is coupled to non-toothed wheel 116 for
actuating pin 118 for releasable engagement with toothed wheel 114. Thus, when
the
hand bralce or parking bralce is operative, and the pin 118 is in the engaging
position,
there is co-rotation of toothed wheel 114 and non-toothed wheel 116. This
means,
that when the hand bralce is operated by the driver, cable 112' is pulled and,
via the
co-rotation of the toothed and non-toothed wheels, cable 112 is also pulled,
thereby
actuating the brakes. On the other hand, when the brake mechanism is
neutralized,
there is free rotation of toothed wheel 114 relative to non-toothed wheel 116,
so that,
when cable 112' is pulled by a thief, the cable 112 does not operate the
handbrake/parking bralce. Preferably, the controller for arming/disarming the
system
is coupled to solenoid 120 for controlling the releasable engagement of pin
118 with
toothed wheel 114. Preferably neutralization of the hand bralce is
synchronized with
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arming of the main brake system. Alternatively, the solenoid may be coupled to
the
automatic and passive arming arrangement of the system, as described above,
for
coordinated operation.
When the anti-theft system in the vehicle is armed, as shown in Fig. 7b, the
pin 118 is removed from between the teeth of toothed wheel 114 by solenoid
120.
When the operator operates the handbrake/parking brake cable 112' rotates
toothed
wheel 114 in free rotation and cable portion 112 is not pulled by non-toothed
wheel
116 thus the brakes are not actuated. On the other hand, when the system is
disarmed
for normal vehicle use, as shown in Fig. 7c, engaging pin 118 is moved to
engage the
teeth of toothed wheel 114, causing co-rotation of wheels 116 and 114. Thus,
when
the operator operates the handbrake/parking both cable portions 112 and 112'
are
pulled, resulting in the mechanical actuation of the brakes.
In order to increase the overall anti-theft protection provided to a vehicle,
the
anti-theft system of the present invention may be utilized in conjunction with
other
methods of preventing or discovering theft of the vehicle. For example, in one
embodiment, shown in Figure 8, the anti-theft device 122 as described above is
used
in combination with an alarm system 124. A controller 126 may be provided to
coordinate between the two.
In another embodiment, shown in Figure 9, the anti-theft system 130 of the
present invention is used in combination with a traclcing system device 132.
Here,
too, a controller 134 is preferably provided to synchronize between the two.
Optionally, a weight switch 136 may be used, in addition, for determining if
the
vehicle is being lifted. In response to such a determination, a signal is
typically
transmitted to a traclcing system controller and/or to the owner of the
vehicle.
Referring now to Figure 10a, there is shown a schematic illustration of a
rotary valve with a ball assembly 140 according to another embodiment of the
invention. Ball assembly 140 is substantially similar to ball assembly 44 of
Figure
2a, and like elements have like reference numerals. However, in ball assembly
140,
the first fluid passageway 142 is not a straight passageway, but rather is
angled from
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one truncated wall 45 to the other 45'. It will be appreciated that passageway
142
need not necessarily be of constant diameter along its length. Operation of
this
embodiment is the same as that of the embodiment of Figure 2a, so will not be
described again.
Figure lOb is a schematic illustration of a rotary valve with a ball assembly
144 according to an alternative embodiment of the invention. Ball assembly 144
is
substantially similar to ball assembly 44 of Figure 2a, and like elements have
like
reference numerals. However, in ball assembly 144, the first fluid passageway
146 is
not perpendicular to second passageway 50, but rather is angled relative
thereto as it
passes from one truncated wall 45 to the other 45'. Operation of this
embodiment is
the same as that of the embodiment of Figure 2a, so will not be described
again.
Figure 11a shows schematically a rotaiy valve with a ball assembly 150
according to an altenzative embodiment of the invention. Ball assembly 150 is
substantially similar to ball assembly 44 of Figure 2a, and like elements have
like
reference numerals. However, in ball assembly 150, the retaining means holding
poppet 54 inside ball assembly 150 is a spring 152. As can be seen, spring 152
is
mounted inside passageway 46, concentric with its longitudinal axis, and
permits
fluid to flow through passageway 50, but prevents poppet 54 from falling out
of ball
assembly 150 together with the fluid. It will be appreciated by those skilled
in the art
that other poppet retaining elements can be utilized, as long as they permit
fluid flow
througli the intersecting bores, while preventing release of the poppet.
Figure 11b is a schematic illustration of a rotaiy valve with a ball assembly
154 according to a further embodiment of the invention. Ball assembly 154 is
substantially similar to ball assembly 144 of Figure lla, and like elements
have like
reference numerals. However, in ball assembly 154, the diameter of passageway
156
is smaller than that of passageway 50 of Figure 2a. In addition, the wall 158
of
passageway 156 includes a cut out portion 159, which enlarges the fluid outlet
from
ball assembly 154. Thus, in this embodiment, passageways 46 and 156
essentially
consist of individual inlets, one of which has a checlc valve, which merge
into a
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common outlet. Operation of this embodiment is substantially the same as that
of the
embodiment of Figure 2a, so will not be described again.
It will be appreciated that the structures of the anti-theft system described
above provide improved safety over conventional devices, as they permit
application
of brakes, and activation of all the crucial systems in the vehicle, in any
position of
the ball assembly, and permit release of the system in all positions except
the one in
which the system is armed. Thus, in case of inadvertent rotation of the valve
during
driving, the driver will never find him or herself without brakes or steering.
One of the possible design considerations which leads to this result is
illustrated in Figures 12a and 12b, schematic illustrations of a rotary valve
160
according to another embodiment of the invention. In this embodiment, the ball
assembly 162 of the valve is not truncated so as to form substantially
parallel sides.
Rather, this embodiment shows that is it possible to cut one side 164 of the
ball
assembly in a step fashion, and the other side 166 (or both sides) can be cut
at an
angle to the horizontal axis of the ball assembly. The requirement fulfilled
by these
designs of the rotary valve is that the diameter of the passage to the outlet
(i.e.,the
inner diameter of annular seal 42) is larger than the diameter of the ball
assembly
between the truncated sides 164 and 166 near the inlet. In the illustrated
embodiment,
this can be described as: 2ro > Ll + L2.
Figure 12a shows the valve in the sealing position, where poppet 54 seats
against valve seat 52, and the ball assembly sealingly engages annular seal
38, which
seals the inlet 36.
Figure 12b is a schematic illustration of the ball asselnbly of Figure 12a in
another position, this one permitting bi-directional fluid flow through the
rotary
valve. In this case, as can be seen, fluid can flow from inlet 36, pushing
poppet 54
into the ball assembly until it is stopped by retaining spring 152, through
valve seat
52, and both through passageway 50 and via spring 152 through passageway 46,
and
out the outlet 40. Fluid can also flow in the opposite direction, in through
outlet 40,
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into ball assembly 166 through passageway 46 and/or through passageway 50, and
out through housing 32 between the ball assembly and annular sea138, to the
inlet 36.
While the rotary valves described above all have two intersecting
passageways, it will be appreciated that additional passageways through the
ball
assembly may be provided, as long as there remains one position of the ball
assembly
in which the check valve and seal 38 operate to seal the fluid inlet of the
housing,
permitting only uni-directional fluid flow.
It will be appreciated by persons skilled in the art that the present
invention is
not limited to wliat has been particularly shown and described hereinabove.
Rather,
the scope of the present invention includes both combinations and sub-
combinations
of the various features described hereinabove, as well as variations and
modifications
thereof that are not in the prior art, which would occur to persons skilled in
the art
upon reading the foregoing description. It will further be appreciated that
the
invention is not limited to what has been described hereinabove merely by way
of
example. Rather, the invention is limited solely by the claims which follow.
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