Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
9633
The present invention relates generally to a theft
protection and alarm system for vehicles.
Many types of alarm systems have been proposed for use
in preventing or deterring the theft of automobiles. Despite
the use of automobile anti-theft systems, the number of
automobile thefts has continued to climb steadily.
One problem with some known alarm systems is that they
rely solely on the actions of bystanders to stop a theft which
is in progress. Typical of such systems are those described
in U.S. Patent No. 2,885,504 issued May 5, 1959 to Joseph G.
~urtz and U.S. Patent No. 3,725,890 issued April 3, 1973 to
John C. Cirino. One type of these known systems uses highly
sensitive vibration and motion responsive switches. Such a -
switch energizes an audible signal such as a horn or siren
when the car is being tampered with or driven away by an
unauthorized person.
A problem with such systems as are described in the
Yurtz and Cirino patents is that they do nothing to disable
operation of the automobile. Their systems rely on bystanders
to stop the thieves or contact police. Oftentimes, bystanders
decline to become involved and ignore the audible alarm.
Even when they do call police, the car has oftentimes been
driven away by the thieves before police arrive on the scene.
A number of proposals have also been made for pro-
tective systems which cut off the supply of fuel, or brake
` fluid or the like, to disable a vehicle. Such proposed systems
have not included the feature of a vibration and motion sen-
sitive alarm for attracting attention to the thieves.
Still another problem with proposed protective and
alarm systems is their susceptibility to tampering. Most known
systems can readily be bypassed by cutting cables leading to
the essential operational components. Some systems require
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some addi~onalminor rewiring in order to fully bypass their
operation, but they do nothing to attract attention to -the
thieves while the requisite rewiring is being carried out.
The present invention overcomes the foregoing and
other drawbacks of the prior art and provides a novel and
improved theft prevention system for vehicles.
A solenoid operated valve located in a relatively
inaccessible position on the vehicle is provided to selec-
tively cut off the supply of fuel from the fuel tank to the
carburetor of a conventional internal combustion automobile
engine. The valve is preferably of the latching solenoid
type. The latching nature of the valve eliminates the neces-
sity for constantly energizing the valve either when the
vehicle is being driven and the alarm system is off, or when
the vehicle is parked and the alarm system is on. A momentary
energization of two selected terminals of the valve is operative
to open the valve and latch it in the open position. A momen-
tary energization of two other selected terminals on the valve
is operative to close the valve and latch it in the closed
position.
The latching nature of the valve greatly complicates
a thief's efforts to bypass the alarm system by cutting the
electrical cable to the valve and rewiring the system. Cutting
the cable will not energize the valve to open it. Rewiring
is complicated by the fact that if current is supplied momen-
tarily to the wrong selected conductors, the valve will not
- open but will remain closed. Exactly the right terminals must ~ `
be energized. Striking the valve with a heavy object, or
vibrating the valve, will not cause the valve to alter its
latched (open or closed) position. Only proper electrical
energization will alter the valve plunger position. ~ - -
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In the preferred embodiment, the present invention
utilizes a vibration and motion sensitive switch of a known
type to energize an audible alarm in response to vibration
or movement of the vehicle. Trunk, hood and door switches
are connected in parallel with the vibration sensitive switch
to en~rgize the audible alarm if the trunk, hood or passenger
doors are opened. The vibration sensitive and closure operated
switches provide additional tamper protection for the fuel
cutoff valve.
An optional feature of the present invention is the
provision of a tamper sensitive system operative to sound the
audible alarm i~ the electrical cables to any of the major
alarm system components are severed. The cables include alarm
conductors coupled in electrical series with an energized-open
relay. The alarm conductors normally maintain the relay
energized to prevent its switch contacts from closing. If the
cables are severed the relay is de-energized and its contacts
close, sounding the alarm.
A key-operated switch is provided for selectively
enabling or disabling the alarm system. In the preferred embo-
diment, the key-operated switch includes a plurality of rotat-
able cams which turn with a switch cylinder when a proper key
is inserted in the switch. In the "alarm on" position, the
cams cause a first set of contacts to render the vibration
sensitive switch and the door, trunk and hood switches operable.
In moving to and from the "alarm on" position, the cams momen-
tarily close second and third sets of contacts to selectively
open or close the fuel valve, whereafter the valve latches in
its desired position.
The key-operated switch is preferably located in a
hidden position, known only to the owner of the vehicle. The
fuel cutoff valve is preferably located at an inaccessible
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position to compiicate efforts to tamper with it.
~ hile the alarm system of the present invention
utilizes a number of known components, it combines them to
provide a highly tamper resistant system which prevents a
vehicle from being driven any substantial distance by thieves
and which will issue an attracting alarm during all stages of
the efforts to steal the vehicle.
A fuller understanding of the invention may be had by
referring to the following description and claims taken in
conjunction with the accompanying drawings.
FIGURE 1 is a schematic illustration of an alarm system
constructed in accordance with the present invention and ~ ;
installed in a conventional automobile;. ~ `
FIGURE 2 is an enlarged perspective view of a key-
operated switch used in the preferred embodiment of theinvention; and,
FIGURE 3 is a schematic illustration of the operation
: of the switch shown in FIGURE 2. : :
Referring to FIGURE 1, a conventional automobile is
indicated generally by the numeral 10. The automobile 10
includes an internal combustion engine 11 equipped with a ;~ ~
storage battery 12. A carburetor 13 iS provided for supplying : ~'
fuel to the engine 11. Fuel lS supplied to the carburetor 13 : :
. from a fuel reservoir tank 14 through a fuel line 15. A fuel ~ .
. ~5 pump 16 is interposed in the fuel line 15 to effect the supply . .
of fuel under positive pressure to the carburetor 13. ~ -
` The automobile 10 is provided with an alarm system, .~-~
indicated generally by the numeral 20. The alarm system 20 `: ;~
includes a solenoid valve 21 interposed in the fuel line 15, a ~ ~ :
key-operated switch 22, a plurality of door, hood and trunk
operated switches 23, and an alarm unit 24. A four-conductor
cable 25 interconnects the solenoid valve 21 and the alarm
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unit 2~. ~ six-conductor cable 26 interconnects the key-
operated switch 22 and the alarm unit 24. A two-conductor
cable 27 interconnects the switches 23 and the alarm unit 2~.
The alarm sys-tem 20 is electrically powered and may
operate from -the battery 12 or from a separate battery (not
shown). In the embodiment of FIGURE 1, a pair of line conduc-
tors 35, 36 are shown connected to the battery 12 for supplying
power to the alarm unit 2~.
The alarm unit 24 includes several operational com-
ponents which are preferably mounted within a metallic housing
to discourage tampering. The alarm unit housing may be mounted
within the engine compartment of the automobile, or within the
passenger compartment or the trunk, as desired. The preferred
mounting position is within the engine compartment in a loca-
tion which is sufficiently inaccessible to further discourage
tampering.
One of the alarm unit components lS a siren 28 or
other electrically operated audible alarm device which, when
energi2ed, will attract attention to the automobile. A pair of
electrical terminals 28a, 28b are provided on the siren 28
which, when connected to a power source, will sound the siren
28. Two other alarm unit components include a vibration sen-
sitive switch 29 and a relay 30, both of which are operative
under conditions which will be described to energi2e the
siren 28.
The vibration sensitive switch 29 is preferably of the
type described in either of the referenced patents and serves
to establish electrical connection between terminals 29a, 29b
in response to sensed movement of the vehicle. This switch is
sensitive to elevation of the vehicle and will sound the alarm
if the vehicle is raised for towing or to remove wheels, etc.
The relay 30 includes a coil 30a which, when connected across
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a power source, is operative to open a pair of contacts 30b,
30c. When the relay coil 30a is de-energized, the contacts
30b, 30c are normally closed.
The line conductor 35 connects with one terminal 28a
of the siren 2~ and additionally comprises one of the conductors
in the cable 25 connecting with the solenoid valve 21. The
line conductor 36 connects with one end of the relay coil 30a,
with the relay contact 30b, and forms one of the conductors in
the cable 26 connecting with the key-operated switch 22.
The solenoid valve is preferably installed in the fuel
line at a position which is sufficiently inaccessible to
discourage tampering. The solenoid valve 21 is of the latching
type and is provided with three electrical terminals 21a, 21b,
21c. When a suitable potential is momentarily supplied to the
terminals 21a, 21b, the solenoid valve 21 will close and will
latch in its closed position. When a suitable potential is
momentarily supplied to the terminals 21c, 21b, the solenoid -;~valve 21 will open and will latch in its open position. One
such solenoid valve is commercially sold by the Skinner Elec- -
tric Valve Division, Skinner Precision Instruments, Inc., New
: Britain, Connecticut.
The line conductor 35 connects with the terminal 21b.
Three other conductors 39, 40, 41 comprising the remaining
, .
three conductors in the cable 25 connect respectively with
25 the terminals 21b, 21a, 21c. The conductors 39, 40, 41 feed
through the alarm unit 24 without connecting to any of the
components therein, and form three of the conductors in the
cable 26 connecting with the key-operated switch 22.
The key-operated switch 22 is preferably mounted at
a hidden location known only to the vehicle owner and whlch is
sufficiently inaccessible to discourage tampering but which
will also permit it to be operated by a key 46 from outside
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the automobile. A preferred location is on the right front
fender of the automobile. In sne embodiment, the switch 22
includes a pin tumbler cyLinder 45 which is operable when the
key 46 is inserted to rotate a movable contact 47 along a
S semicircular path between an "alarm on" position and an "alarm
off" position. When the contact 47 is in its "alarm on"
position, it makes electrical contact with a fixed contact 48.
In moving between the "alarm on" and "alarm off" positions,
the contact 47 makes momentary contact one at a time with fixed
contacts 49, 50. The lock cylinder 45 is conventional in that
the key 46 can be removed only when the contact 47 is in the
"alarm on" and the "alarm off" positions. An alternate and
preferred embodiment of the key-operated switch shown in FIGURE
2 will be described.
The conductors 40, 41 connect respectively with the -~
fixed contacts 49, 50. The conductor 39 connects at a position
internally of the switch 22 with a conductor 42. A conductor
43 connects with the switch contact 48. The conductors 42, 43
form the remaining two conductors in the cable 26 connecting
with the alarm unit 24.
Within the alarm unit 24, the conductor 42 connects to
the relay coil 30a. The conductor 43 connects with the vibra-
tion sensitive switch contact 29a. A conductor 53 is provided
for interconnecting the relay contact 30c and the vibration
sensitive switch contact 29b with the siren terminal 28b.
The switches 23 are electrically connected in parallel
between the conductors 43, 53. The switches 23 are positioned
at appropriate tamper-proof locations within the automobile
and close in response to the opening of the vehicle doors,
trunk and hood to complete electrical connection between the
conductors 43, 53.
When the owner of the automobile is ready to drive the
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automobile, he inserts the key 46 into the lock cylinder 45 and
rotates the contact 47 to the "alarm off" position. When the
contact 47 le~ves the "alarm on" pOSitiOII, it disengages the
contact 48 thereby disconnecting the conductor 43 from the line
conductor 36 to de-energize the alarm unit 24. Just prior to
reaching the "alarm off" position, the contact 47 makes momen-
tary contact with the contact 50, thereby momentarily connecting
the line conductor 36 to the conductor 41. The momentary con-
tact energizes the latching solenoid valve 21 to the "valve
open" position where it latches. The automobile can then be
entered and driven without energizing the siren 28.
Energization of the alarm system is accomplished by
inserting the~key 46 into the cylinder 45 and rotating the
contact 47 to the "alarm on" position. Prior to reaching the
"alarm on" position, the contact 47 makes momentary contact ~
with the contact 49, momentarily connecting the line conductor - -
36 to the conductor 40. This momentary contact energizes the
solenoid 21 to the "valve closed" position where it latches.
With the valve 21 closed, no fuel will be supplied from the
tank 14 to the engine 11, and the automobile can only be driven
a short distance on the fuel remaining in the carburetor 13.
When the contact 47 reaches the "alarm on" position,
it engages the contact 48 connecting the line conductor 36 with
the a~arm unit power conductor 43. Once the conductor 43 is
energized, the siren 28 will be sounded in response to the
closing of any of the switches 23 or in response to closing of
the vibration and movement sensitive switch 29, or in response
to de-energization of the relay 30.
The relay 30 together with the conductors 39, 42
constitute a tamper-sensitive system which will sound the siren
28 if either of the cables 25, 26 are severed, regardless of
whether the key-operated switch 22 is in its "alarm on" or
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633
"alarm off" position. Whereas a number of prior art systems
could be bypassed by cutting switch cables and reconnecting one
or two wires, the preferred embodiment of the present system is
operative -to de-energize the relay 30 the instant either of the
cables 25, 26 is severed. Severance of the cable 25 will sever
the conductor 39 thereby disconnecting the relay coil 30a from
the line-conductor-35-side of the battery 12. Severance of the
cable 26 will sever the conductors 39, 42 likewise disconnecting
the relay coil 30a from the line-conductor-35-side of the
battery 12. When the relay coil 30a is de-energized, the relay
contacts 30b, 30c close, connecting the line conductor 36
through the conductor 33 to the siren terminal 28b.
As an additional tamper precaution, a pair of tamper
system conductorscan also be incorporated in the cable 27
leading to the switches 23. In the manner of the conductors
39, 42 in the cable 26, these added conductors are connected
in series power supply relationship with the relay coil 30a so
that severance of the cable 27 will de-energize the relay 30
and sound the siren 28.
Referring to FI~URE 2, the preferred key-operated
switch embodiment is shown at 122. The switch 122 includes a
U-shaped mounting bracket having upstanding legs 161, 162. A
lock cylinder assembly 145 operated by key 146 is mounted on
the leg 161. The cylinder assembly 145 has an annular mounting
flange 163 and an adjacent threaded region 164. The threaded
region 164 extends through a~hole in the leg 161. A locknut
165 is threaded onto the region 164. When the locknut 165 is
tightened against one side of the leg 161, the mounting flange
163 is drawn into engagement with the opposite side of the leg
161 to rigidly mount the cylinder 145 on the bracket 160.
A collar 170 is rotatably carried by the cylinder 145.
The lock cylinder assembly 145 is arranged such that when the
633
key 146 is inserted and turned, the collar 170 will rotate with
the key 146.
The rotation of the collar is limited to a range of
180 degrees by coacting stops. A disc 171 is connected to the
collar 170 for rotation with it. A pair of radially extending
stop surfaces 172, 173 are formed on the disc 171. A projec-
tion 166 is formed integrally with the cylinder 145. A pair ;
of stop surfaces 174, 175 are formed on the projection 166.
The position of the collar 170 shown in FIGURE 2,
when the stop surfaces 172, 174 are in engagement, will be ~-
referred to as the "zero-degree position". When the collar
170 is in the zero-degree position, the stop surfaces 173, 175
are on opposite sides of the collar 170. When the key 146 is
turned 180 degrees to bring the stop surfaces 173, 175 into
engagement, the collar 170 then assumes a position which will
- be called the "180-degree position". When the collar 170 is
in the 180-degree position, the stop surfaces 172, 174 are on
opposite sides of the collar 170. The key 146 is removable
from the lock cylinder assembly 145 when the collar 170 is in
- 20 either the zero-degree or the 180-degree position.
A cylinder lock assembly of the described type is
- sold commercially by the Chicago Lock Company under the trade-
mark ACE SWITCH LOCK No. EXA-112.
Three snap-action pushbutton switches 122a, 122b,
122c, are carried on the leg 162. A pair of threaded fasteners
178, 179 extend through aligned openings in the switches 122a,
122b, 122c and are threaded into holes formed in the leg 162.
The pushbutton switches 122a, 122b, 122c are of conventional
configuration and have pushbuttons 181 which, when depressed,
close normally open contacts (not shown). Each of the
switches, 122a, 122b~ 122c carries a pair of terminals 182,
- 183 which are electrically connected when the associated
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switch button 181 is depressed.
The operation of the switch pushbuttons 181 is con-
trolled by the cams 191, 192, 193. The cams 191, 192, 193
are mounted in side-by-side relationship on a shaft 194. The
shaft 194 extends through an opening (not shown) in the leg
162 and is received in the collar 170. A set screw 195 is
threaded through a hole in the ccllar 170 and into engagement
with the shaft to rigidly connect the shaft 194 to the collar
170.
The terminals 182 are all electrically connected to
a conductor 136. The terminals 183 are each connected to a
different one of the conductors 141, 142, 143. The conductors
136, 141, 142, 143 correspond to the conductors 36, 41, 42, 43
in FIGURE 1.
The cams 191, 192, 193 have configurations which are
arranged to effect a controlled sequential depression of the ~`~
control buttons 181, as shown in the chart of FIGURE 3. Cam
191 is operable to depress the control button 181 of switch
122a and thereby effect electrical connection between the con~
ductors 136, 143 when the collar 170 is between the 45-degree
position and the 180-degree position. The cam 192 is operable
~ to depress the control button 181 of the switch 122b and
; thereb~ effect electrical connection between the conductors
; 136, 141 when the collar 170 is between the 80-degree position
and the 125-degree position. The cam 193 is operable to
depress the control button 181 of the switch 122c to effect
electrical connection between the conductors 136, 142 when
the collar 170 is between the 100-degree position and 145-
degree position.
As will be apparent, the switch 122 can be substituted
for the switch 22 simply by connecting the conductors 136, 141,
142, 143 respectively to the conductors 36, 41, 42, 43.
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In rotating from the zero-degree position to the 180-
degree position, the cams 191, 192, 193 will energiæe the con-
ductors 43, 143 to arm or activate the vibration-sensitive
switch 29, and will sequentially energize and de-energize the
conductors 141, 142 to open and subsequently close the fuel cut-
off valve 21. Since the conductor 141, 41 is de-energized prior
to the energization of the conductor 142, 42 the last signal to
be received by the solenoid valve 21 will be a closure signal
from the conductor 142, 42. Hence, when the switch 122 reaches
its 180-degree position, the vibration-sensitive switch 29 will
be activated and the fuel shutoff valve 21 will be closed.
When the cams 191, 192, 193 are rotated from their
180-degree position to their zero-degree position, the sequence
of operation of the control buttons 181 is reversed. Since the
conductor 142, 42 is de-energized prior to the de-energization
of the conductor 141, 41, the last signal transmitted to the
fuel shutoff valve 21 is a valve open signal transmitted on the
conduc-tor 142, 42. The valve 21 will remain open when the
switch 122 reaches its zero-degree position.
The switch positions where contact is made between the
conductor 136 and the conductors 141, 142 need not overlap as
shown in FIGURE 3. Instead, the switch 122 can operate in the
manner of the switch 22 whereby contact between the conductor
136 and the conductors 141, 142 is not concurrent in any
respect but rather occurs sequentially.
Although the invention has been described in its
preferred form with a certain degree of particularity, it is -
understood that the present disclosure of the preferred form
has been made only by way of example and numerous changes in
the details of construction and the combination and arrangement
of parts may be resorted to without departing from the spirit
and the scope of the invention as hereinafter claimed.
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