SAFETY DEVICE.

TECHNICAL FIELD :

The present invention relates to a security device for mobile, motor-driven and with an electric battery provided units as motor vehicles according to the preamble of claim 1. The security device is essentially intended to protect against unpermitted use of the unit but can also be provided for protection against damages caused by electric current from the battery by incidents as collisions.

PRIOR ART:

Larger vehicles propelled by an internal combustion engine is today generally depending on electric current from a battery for its start. Hand power is generally insufficient and besides are modern cars more seldom provided with arrangement for connecting of a crank. The same has relevance to almost every type of unit, which is provided with a larger internal combustion engine, as boats and motor-driven working machines. Also for its ignition the engine is depending on battery current during the start. Starting of the engine without access to battery current by rolling or towing is therefore nearly impossible.

These circumstances are utilized to protect against an unpermitted use. Such will generally be performed by driving away the vehicle or the unit in question by means of its internal combustion engine, which consequently at first has to be started. This type of theft can therefore

be prevented or at least be obstructed by providing a key manoeuvred switch for the current necessary for the starting and/or ignition. The most used kind of such a device is the so called ignition lock and such a lock is installed in practically every car and also in boats and motor-driven working machines.

This known device has, however, shown a limited degree of protection against theft. The locking device itself, consequently a key manoeuvred electric switch, which activate a relay for the starting current and the ignition current, is situated on a distance from the battery which make the device relatively simple to short-circuit along the cables, which are connecting it to the relay.

It has therefore been attempts to replace or complete the ignition lock with other devices as different types of mechanical locks for the steering mechanism as steering wheel locks or for the gear lever of the vehicle. Also such devices has shown to be easy to bring out of function. They can not either replace a locking of the electric circuit as not withstanding the best protection is to prevent starting of the engine of the vehicle.

Also by units, which are not equipped with an internal combustion engine but are driven from a battery there is often a desire to provide some type of anti-theft device. Also in such cases the best solution seems to be to prevent that sufficient current for the driving of the unit can be taken out from the battery. Also such devices are known but have shown to be possible to short-circuit with simple means.

THE TECHNICAL PROBLEM:

The technical problem is consequently to provide a locking against use of current from the battery, which gives sufficient security against short-circuiting so that an efficient protection against theft is obtained.

Connected to such a device is thereby the demand that it should be so simple to manoeuvre that it actually will be used in the practice and thereby not will cause essential loss in time or inconvenience.

Further the device should be so designed that it can be produced to a cost which results in a price to the user which is justified.

The object of the invention is consequently to solve the problems mentioned, and to provide a device which fulfils said demands.

THE SOLUTION:

The object of the invention is obtained by providing the device with characteristics as stated in claim 1.

ADVANTAGES:

By means of the invention is consequently provided a security device, which will give a considerable security against theft as it will take a considerable time to bring it out of function. It can also be presumed that attempts to bring it out of function will lead to such damages, that the engine, which is intended to be protected, can not be started even if the protection capability of the device should be eliminated.

In spite of this degree of reliability of the function of the device it can be manoeuvred in a simple way by a person qualified thereto.

The device according to the invention further can be combined in a simple way with a device for switching off the battery current in situations when the same could cause damages. Such situations are in first hand when the battery provided unit will be considerably damaged as by a collision. The greatest risk is thereby that a short- circuiting of the battery current will cause a fire, which naturally is especially serious by engines which are driven by means of inflammable fuels.

DESCRIPTION OF THE FIGURES OF THE DRAWINGS:

In the enclosed drawings is shown a preferred embodiment of the invention.

Fig. 1 thereby shows a view of the upper side of the security device; Fig. 2 a view of the underside;

Fig. 3 a section along the line III-III in Fig. 1, consequently as seen towards the side of the device; and

Fig. 4 block diagram of the electric equipment of the device.

PREFERRED EMBODIMENT:

As is evident from Figs. 1-3 the security device forms a longitudinal parallel-epipedic body 1 with substantially plane surfaces. It is intended to be attached to a battery, in Fig. 3 shown only partly and indicated 2. The battery has a terminal, which, if the security device has not been mounted, by means of cables should be connected to the

electric energy consuming devices belonging to the unit, which the security device is intended for. In the following is presumed that this unit is a vehicle driven by an internal combustion engine and the battery is consequently a so called starting battery, which by start should drive the electric starting motor of the engine and also generally provide ignition current in the starting moment.

The battery 2 has a terminal 3, which here is presumed to have the shape of a cylindrical body extending from the surface of the battery. This shape is nearly standard by batteries for vehicles. Generally, for this terminal which is connected to the cable system the positive terminal of the battery is chosen. The other terminal, the negative terminal, is thereby connected to the body of the vehicle which is conducting. The current is thereby delivered from the positive terminal via said cables and from the negative terminal via earthing to the body of the energy consuming units.

As is evident from Fig. 3 is the body, which the security device forms, attached to the terminal 3 by that the latter is inserted in a sleeve 4, situated within an opening 5 (Fig. 2) in the side which, when the device is mounted, is turned towards the battery 2.

On the same side of the body 1 is a terminal 6 extending from the surface, which has substantially the same size and shape as the terminal 3 of the battery. The intention is that the cables, which normally are connected to the terminal 3 of the battery, instead should be connected to the terminal 6 when the device is mounted. This fact is the reason to the longitudinal shape of the device. Because it is necessary that the terminal 6 should be free for connecting at the same time as the terminal 3 on the battery should be inserted in the body, such a distance

inbetween them is necessary, that the terminal 6 can be situated outside of the edge of the battery 2 and will not be any obstacle to the mounting of the device.

It is, however, also possible to place the terminal 6 on other surfaces of the body, which can result in that it is given another shape than the shown. Most important is that the terminal has such positioning and direction that the cables, which are intended to be connected to the terminal 3, without difficulties can be connected to the terminal 6 instead.

On the side of the body 1, turned away from the battery and shown in Fig. 1, and being the upper side in Fig. 3, an opening 8 is provided. Further there is a counter-sinked surface 9. This surface 9 is intended to allow a permanent magnet 10 to be situated there. The magnet is provided with an holding cord 11 the shown end of which is secured, preferably to the body 1.

The housing of the body 1 is formed by a box of a solid material as stainless steel. This box is in turn formed by two parts, an inner part 15 with the shape of an open box with four sides and a bottom 16, which forms the side of the housing turned towards the battery 2. The second part is an open box 17 positioned to enclose the box 15 and provided with four sides and a bottom 18, which forms the side turned away from the battery and shown in Fig. 1. After mounting of the active parts of the security device the box 17 is placed to enclose the box 15 and is attached to the same with a strong joint, preferably gluening within the slot between the sides of the boxes turned towards each other.

Before this operation the active parts of the device are mounted in a chassis 19 preferably of insulating, hard

material, which chassis in turn is enclosed in the boxes 15, 18. In order to obtain greatest possible resistance against damage by vibrations and water leakage or moisture air the active parts preferably are enclosed in a moulded, for this purpose suitable non-conducting compound. This will be provided after that the assembled parts have been inserted in the chassis and the assembling is terminated by jointing the boxes 15, 17 together.

The parts situated within the boxes 15, 17 have two main functions: they shall secure the body 1 in a safe way to the battery terminal 3 and they shall provide a manoeuvrable electric connection between the battery terminal 3 and the terminal 6 of the securing device.

The securing of the body 1 is provided by means of the said sleeve 4 which consists of conducting material, has a rigid construction and is anchored to the chassis 19. The sleeve in turn is secured against removing from the terminal by means of a screw 20 which is screwed into the terminal. By mounting the screw it is suitable to first drill a hole in the terminal 3 having such a diameter that the screw will give a certain expansion effect. The terminal of the battery is generally made of a soft material, usually lead, which is possible to deform by screwing the screw into the material. Expansion of the terminal within the sleeve is important in order to obtain a good electric contact and also to increase the resistance against removing of the sleeve.

The screw 20 in turn rests against a washer 21 provided with a collar and insulated from the sleeve 4, at least must not its towards the opening 8 turned surfaces provide an electric connection to the sleeve and the terminal.

The screw 20 has an inner body made of steel or any other strong metal, which body consists partly of the thread portion 22 on the screw and partly of a head with a tool grip. The head is enclosed in an outer, isolating head 23, which is shown in Fig. 3. Also this head has a tool grip, here shown as a serration. The joint between the inner head and the outer is so rigid, that the screw can be screwed into the terminal but nevertheless being possible to break by further turning by splitting in the joint between the metal and the plastic in the head 23. The jointing is consequently adapted to the turning moment, which is necessary for screwing of the thread into the body of the terminal. The outer head in turn is covered by a hat-shaped cap 24 of a very hard material e.g. steel, which is pressed onto the head 23 after screwing of the screw 20 into the terminal. Finally a solid mass, preferably thermosetting recin, is cast into the opening 8 and up to the upper plane 18 of the body 1.

In Fig. 4 is shown an electric block diagram including the active parts of the device, which are carried by the chassis 19. From the figure are evident the following, previous described parts:

The battery 2, which here is shown in a schematical way, has a connection to its terminal 3, which is inserted into the sleeve 4. The terminal 6 of the security device is also shown and also how the same by means of a cable 30 is connected to the driving machinery of the vehicle, here symbolized by a starting motor 31. The other terminal 32 of the battery is, as mentioned before, by means of a cable connected to the chassis of the vehicle here shown as a symbol 33 for earthing. Also the electrical equipment of the vehicle (as the starting motor 31) is for providing its supply of electricity connected, besides to the cable 30, earthen to the chassis 34. Also the security device is, by

means of its housing symbolized with the line 35, connected to earth, see the symbol at 36.

Inside the line 35 is shown that between the sleeve 4, which is connected to the battery terminal 3, and the terminal 6 of the device is connected a switch 40, which is provided to be closed when a solenoid 41 is under voltage but which is open when a solenoid is not under voltage.

To a conduit 42, connected to the sleeve 6 before the switch 40 the electronic units which now will be described, are connected as well as to a conduit 45 from the earth connection 36, so that all the units in this way are supplied with electricity. To the conduit 45 is also the one terminal of the solenoid 41 connected.

The electronic units are shown as blocks and include a receiver 50 for control signals from a manoeuvre transmitter 51. By means of this transmitter the security function of the device could be manoeuvred as well as possible other functions as locking of the doors. The connection between the transmitter and the receiver preferably will be obtained by means of wireless signals in a known way.

These signals can be radio signals, light- or sound signals in a codified pulse train. The transmitter has its own source of current.

Further is included a unit 52, which is a magnet sensor for sensing the presence of the permanent magnet 10 mentioned before, for which the countersink 9 (Fig. 1) is provided. The magnet sensor 52 is connected to a relay 53, which is provided to control the supply of current to the solenoid 41 via a circuit 54 thereby controlling the function of the switch 40.

55 is a unit for control of possible extra equipment, as mentioned it can be a central door lock. A further unit 56 is provided to switch on a light indication unit 58 by secured position and switch it off when the security device is passivated. The units 53, 55 and 56 are via a circuit 56 connected to the receiver 50 to be activated respective passivated from the same.

From the circuit 42 electricity is supplied via a circuit 60 to a current limiter 61, which limit the current supplied to an ampere value which is not sufficient for providing driving electricity to the electrical driving machinery of the car. The starting motor 31 can consequently not be driven at the current level which is available after the current limiter 61. A current at a level, which the current limiter 61 permit to such equipment which may be in function also if the security device is activated, can be obtained by connection to the terminal 6 as will be explained in the following. Such equipment can be a watch, a radio with security code and parking lights.

The current limiter supply partly to a relay switch 62 and partly via a unit 63 to a solenoid 64, which under current effects the switch 62 to be closed. Thereby current is delivered via a circuit 65 to an alarm siren 66 via a time relay 67.

A second solenoid 68 is provided under current to bring the switch 62 to an open position. The solenoid is like the solenoid 41 supplied from the unit 53.

The terminal 6 is via a circuit 69 connected to the unit 63 and consequently connected after the current limiter 61.

The unit 63 is provided, when it is under voltage by supply via the terminal 6, to be locked at the ampere level, which momentarily is present. In this state there is no current supplied to the solenoid 64 and the switch 62 is kept in an open position. If, however, the current level by the open position of the switch 40 is increased over the locked level, current is supplied to the solenoid 64 and the switch 62 will be closed and provide current to the alarm siren 66, which sounds until the time relay 67 switches off.

The switch €2 is switched back to an open position by making the security device passive by means of the transmitter whereby the solenoids 41, 64 will be set under voltage and the switch 40 is closed. Current from the terminal 6 will now be supp-, -d via the switch 40 and current flow via the unit 63 is roken and the unit will be in a stand-by position to again be switched to a locking position.

The unit 63 is only described in terms of function. Consequently that it should be provided to switch over the current to the solenoid 64 if the current flow in the unit increase from a not predetermined initial level during a first short period occurring after being under voltage.

This can be provided in an electromechanical way by means of each other balancing, of the voltage induced magnet flows, with changes in one of the flows being delayed by means of a choking coil while the other has an immediately reaction.

In general the functions, here described as obtained by means of electromechanical arrangements, better can be provided by means of electronics. The way of description has been chosen in the intention to give a clear view of

the functions but may not be regarded as a limiting to certain design principles.

The device works in the following way: When the vehicle is to be used by a duly qualified person which has access to the transmitter 51, the same is activated and its signal is received by the receiver 50. It is thereby presumed that the security device is in security position whereby the solenoid 41 is not under current and the switch 40 open. The current is thereby supplied to the terminal 6 only at the mentioned low ampere level. By activating of the receiver it transmits a signal to the units 53, 55 and 56 via the circuit 57. Thereby the unit 53 supply current to the solenoid 41 and the switch 40 is closed. At the same time the unit 55 will activate such equipment, which shall be controlled from the transmitter, as a central lock. Further, the light indication of the security position is switched off via the unit 56. The vehicle is now ready to be used.

However, a further prerequisite is that the magnet 10 is in position so that the magnet sensor 52 will not keep the unit 53 in a passive position; these both units are namely connected to each other.

When the security device shall be activated the receiver 50 is again activated by means of the transmitter 51, whereby the unit 53 controlled by the transmitter switch off the supply of current to the circuit 54, so that the solenoid 41 will be in without supply and the switch 40 will open. Thereby the electrical equipment 31 of the vehicle no more can be provided with such current from the terminal 6 that the vehicle can be started. At the same time the central lock at the vehicle, if any such lock is connected to the device, can be activated by means of the unit 55 controlled

from the receiver 50. The unit 56 activates the light indication. The vehicle can now not be used.

In an attempt to prevent that the vehicle on the whole will be influenced in an undesired way; the previous described functions will only prevent the engine from being started, the alarm siren 66 is provided. It sounds as soon as current is taken out from the terminal 6.

This means that an opening of the doors of the vehicle will activate the alarm if the doors are connected to an interior lighting. Also activating of other lighting or attempts to start will activate the alarm. Further sensor units as vibration sensors can in a simple way be connected at any place in a electric circuit to provide a momentary short-circuit, which brings the unit 63 to react.

The current at the level which can be present when the security device is activated, for example to a clock or parking lights, will not activate the unit 63 to close the switch 62. The unit is, as mentioned, provided to react on changes in the current flow after the same has been put under current.

The intention with providing of the permanent magnet 10 is that it, by a certain acceleration power, will be thrown away from the countersink 9; it will in spite of this be retained to the device by means of the cord 11. The attraction capacity of the magnet 10 is thereby so adapted that it will be kept in place by all vibration influences which can occur under normal use of the vehicle.

At such more substantial acceleration influence from any direction, which can be the result by violent collisions, the attraction capacity will not be sufficient but the magnet will be thrown away. Thereby the unit 52 reacts by

providing the unit 53 to switch off the current to the solenoid 41 and the switch 40 will open. Thereby the main current from the battery is switched off close to the battery and the risk that a fire will be affected by short- circuits will be eliminated.

This is consequently an additional function which in a simple way can be provided at the device according to the invention as the same imply that an electronic arrangement for breaking the battery current close to the battery is provided.

The main object of the device according to the invention is to provide an anti-theft protection. This is also provided in a relatively simple way with very few changes of the vehicle. No installation of cables or mounting of several sensor units are necessary, only attaching of the device on the battery.

If an anti-theft device is provided, one may bare in mind that attempts to passivate the same will be made. In practice, it may be impossible to create an anti-theft device which in no way will be possible to passivate. If however great difficulties and need of an extended period of time for the operation to passivate the device are provided, one will reach an elimination of a great number, maybe the main part of all presumptive thefts.

In the present case an elimination of the effect of the anti-theft device should require that it either would be removed from the battery terminal or being opened, so that a closing of the current flow to the terminal 6 could be effected. Experiments has shown that removing of the anti- theft device from the battery call for such violence that the battery will be destroyed in such extension that it will not in any case be possible to have any current

supplied from the same. A more carefully removing can maybe be done by uncovering the screw 20 and obtain a connection via the same or by removing it and reaching the terminal. However, to at first remove the moulding mass in the hole 8 and thereafter the cap 24 and the insulating screw head 23, will take such a substantial period of time that one according to common experiences can count on that the theft-attempt will in most of the cases be interrupted before the operation is carried through. The same has relevance also to opening of the heusing of the anti-theft device; to break both the boxes 15 and 17 and to remove the moulding mass enclosing the electronic components represents a substantial work.

To reach contact with the battery terminal via the whole 8 is a very difficult operation, as one has to break through material of different kinds. The moulding mass can be elastic and dif_ cult to remove by use of cutting tools while the cap 24 is of a hard material, e.g. tempered steel, by which very hard tools are necessary. It is also very difficult to lift away as a result of its shape with an inner bream.

It can be possible that one provide another source of current than the installed battery. Also this involves such a circumstantial operation that one can suppose that a theft of the vehicle will not be attractive.

As mentioned in the beginning of this description the device can just as well be provided by other units than vehicles driven by internal combustion engines, if such units are provided with a battery which is necessary for start and/or driving. This has relevance to boats with larger engines as well as some types of motor driven working machines. Also by such units driven by electricity from a battery the device can be used.