AU644510B2 - Anti-theft vehicle system - Google Patents

Description

Rrr~P' 1 Vj4

AUSTRALIA

Patents Act 1990

ORIGINAL

COMPLETE SPECIFICATION STANDARD PATENT Invention Title: ANTI-THEFT VEHICLE SYSTEM The following statement is a full description of this invention, including the best method of performing it known to me:- L iI- 2 ANTI-THEFT VEHICLE SYSTEM This invention relates to an anti-theft vehicle system.

Many methods are used in order to prevent i theft of vehicles. The most common method is to utilize an alarm which sounds when a person attempts to gain unauthorized entry into a vehicle. The major problem with most alarm systems, apart from their complexity and their expense, is that they require actuation when an owner leaves his or her vehicle.

The invention provides an anti-theft ignition system for a vehicle, said system comprising a keyboard for receiving a code, processor means coupled to said keyboard for receiving signals indicative of said code from said 1 I 3 keyboard, switching means coupled to said processor means for receiving an output from said processor means when a predetermined code is inputted in to the keyboard, and for a.lowing power and/or fuel to be supplied to a vehicle engine to enable the vehicle engine to be started and the vehicle to be driven, said processor means outputting said output to the witching means when the vehicle igniti is switched on predetermined period after the vehicle engine stops, without the need to input said code into said keyboard, and wherein said keyboard can receive a further code to cause said processor means to output said output signal when the vehicle ignition is switched on until said further code is cancelled by an input into said keyboard.

A preferred embodiment of the invention will be described with reference to the accompanying drawings in which; Figure 1 shows the system according to patent application 13448/88; and Figures 2 and 3 show an embodiment of this invention.

With reference to the accompanying drawings, an anti-theft system 10 is shown which comprises an ignition or coil line 12 which extends from an ignition switch I to an ignition coil 14 and a fuel pump 16 of a vehicle engine.

The other sides of the coil 14 and pump 16 are connected to ground. The line 12 is provided with a terminal 20 and a terminal 30 which are bridged by a relay RI. Preferably the relay is a self locking mini signal relay made by Hella Australia Pty. Ltd. (Part No. 3082). The relay R1 is powered by line 32 which is connected to the relay R1 and to the ignition switch I. The line 32 includes a reset switch SI. A bypass circuit line 34 is provided between the ignition switch I and the ignition coil 14 and fuel pump 16. The line 34 effectively short-circuits the relay R1 and is provided with a toggle switch S2 which is normally open.

When the car is in normal use the terminals and 30 are bridged by contact element 38 of the relay RI.

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4 Power is therefore supplied on the ignition or coil line 12 to the ignition coil 14 and fuel pump 16 as is usual. When the car is parked and the ignition is turned off the supply of power on line 12 is disrupted and therefore the supply of power to the relay R1 is disrupted. The disruption of power supply to the relay R1 causes the relay R1 to open to remove the contact element 38 from terminals 20 and 30 to thereby open the ignition line 12. Since the relay R1 is open if someone does gain access to the vehicle and switches the ignition on, power will not be supplied to the ignition coil 14 or fuel pump 16 since the terminals 20 and are not bridged by the contact element 38.

The reset switch S1 is adapted to be hidden inside the vehicle where it can be readily accessed by the owner of the vehicle and reset to close the switch Si. In order to start the vehicle the ignition is turned on by an ignition key and the hidden reset switch S1 is depressed.

When the switch S1 is depressed power is supplied to the relay R1 or line 32 and therefore the relay R1 is closed to bridge the terminals 20 and 30 to allow power to be supplied to the ignition coil 14 and fuel pump 16 on line 12. Since the relay R1 is self locking the contacts 20 and remain bridged when the reset switch is released and remain bridged until power on line 12 is disrupted by switching off the ignition. The reset switch S1 can be hidden under the carpet of the vehicle wherr it can be actuated by the foot of the owner when he starts the car, or in the dashboard of the car, or in the roof of the vehicle. Indeed, the reset switch S1 can be hidden anywhere in the vehicle where it is most conveniently situated in a position where it can be readily reached by the driver in his normal seated position. The object of the reset switch S1 is to provide a hidden switch which only the driver knows of and which only the driver knows must be reset before the vehicle can be started.

The by-pass line 34 is provided to enable the car to be left in a car park or in other environments where it must be driven by another person without the need to tell 5 the other person of the reset switch Si. In order to drive the car in such environments, a hidden toggle switch S2 which is normally open is closed to compiete the circuit from the ignition switch I to the ignition coil 14 and fuel pump 16. Thus, when the ignition switch is closed power is supplied from the ignition switch via the by-pass circuit 34 to the ignition coil 14 and fuel pump 16. This will enable car park attendants and other authorized people to drive the vehicle without the need to inform those people of the position or purpose of the reset switch S1 or toggle switch S2.

Preferably a diode 42 is located between the contact 30 and the power side of the relay R1 in order to protect the system in the event that a person attempts to "hot-wire" the motor vehicle. Furthermore a second diode 43 is connected between the ignition switch I and the coil 14 to prevent power being supplied to the fuel pump 16 if an attempt is made to "hot wire" the engine.

In vehicles in which an electric fuel pump is not used a flow switch 50 may be provided in fuel line 52, The flow switch is actuated by a solenoid 54 coupled to line 56 which in turn is coupled to the ignition or coil line 12.

When the relay R1 is open power is disrupted to solenoid 54 and the flow switch 50 closes to shut off flow of fuel through the fuel line. Diodes 43a and 43b are also connected so to prevent hot wiring of those components.

In yet a further modification two reset switches could be used with one of the switches providing a delay of, for example 10 to 15 seconds, to depress the second switch and start the car.

In another modification (not shown) switch S1 could be coupled to an infra-red actuator and the owner of the vehicle could have an infra-red emitter, which he or she keeps with his or her keys, to control the actuator to cause the actuator to close switch S1 for a predetermined period of time to enable the engine to be started.

A preferred embodiment of the invention is described with reference to Figures 2 and 3. In this j~n~V~P_~ 6 embodiment the ignition line 12 is coupled to a single chip processor 100 on line 102 which includes a diode 104 and a transistor 106. The processor 100 is an integrated circuit 80C39. The ignition line 12 is coupled to the relay R1 which is shov.m schematically in Figure 2 via a transistor 108. The transistor 108 is connected via resistor 110 to a second transistor 112 which in turn is coupled to the processor 100 on line 114. Power is supplied to the processor 100 from a vehicle battery via a diode 126, line 128, voltage regulator 130 which reduces the voltage from the vehicle battery to 5 volts and applies that voltage to the processor on line 132. A capacitor 205 is coupled to line 128 for momentarily stabilizing the power supply to the processor 100 in the event that the voltage supplied by the vehicle battery is disrupted or reduces below an acceptable level. The diode 126 protects the voltage regulator in the event of reverse connection of the vehicles battery. Power is also supplied to the processor 100 on line 116 via diode 118, resistor 120 and transistors 121 and 122. The transistors 121 and 122 are also coupled to line 132 by line 133 and resistor 135. A capacitor 134 is also coupled to line 132. The transistor 122 is connected to the processor 100 by a power off line 124.

The processor 100 is coupled to an IC chip 140 (Figure 3) which is an integrated circuit No. 4017 primarily adapted to scan a keyboard 150. The circuit 140 is coupled to the processor 100 via line 142 which comprises a signal line, a volt supply line and an earthed shield line.

The keyboard 150 is coupled to the circuit 140 by lines 152, 154, 156, 158, 160, 162 and 164. The lines 152 to 158 are provided with resistor 154 and a capacitor 156.

The lines 160 to 164 are connected to an integrated circuit 170 which comprises four gates 172.

Only three of the gates 172 are used in this embodiment of the invention and the fourth gate therefore has its input and output connected to ground. The gates 172 are connected to the keyboard 150 by lines 174 and resistors 176. The output from each of the gates 172 is combined 7 into line 180 which is connected to a base of transistor 184 which is also connected to ground via resistor 186.

The emitter of the transistor 184 is connected to ground and the collector is connected to line 142 via line 186 and resistor 188 as well as to a five volt supply via resistor 190.

Power is supplied to the circuit 140 via a five volt supply as schematically shown at 192. The circuit 140 also has a buzzer 153 and a light emitting diode 155 connected to two of its parts via lines 157 and 159 and gates 161, 165, 167, 163, 169, 171 respectively. These gates form a double inverter. Line 157 also has a pulse lengthening circuit formed of diode 181, capacitor 183 and resistor 185 for lengthening the pulse outputted from the circuit 140 so that when a line 157 goes high the buzzer sounds continuously. A clock circuit 175 allows processor 100 to generate a clock for internal operation and capacitors 177 are provided to prevent spurious signals. A reset circuit 179 is provided to start the processor when power is initially supplied.

The reset circuit 179 is also provided with a "watch dog timer" 250 which comprises two retriggerable monostable circuits 252 and 254. The circuit 252 is coupled to circuit 100 and is kept in the triggered state by an output from the circuit 100. If the output from the circuit 100 stops the circuit 252 goes to its quiescent state thereby triggering circuit 254 which resets the circuit 100. Thus the circuit 100 can be reset by the circuit 179 if the 5 volt supply drops or if the output from the circuit 100 which is supplied to circuit 252 goes low indicating a fault in the operation of the circuit 100.

An EPROM 275 is coupled to circuit 100 via a 8 bit latch 280. The latch 280 is time controlled by a signal on the ADDRESS LATCH ENABLE (ALE signal) output of the circuit 100 to cause information on the bus lines 290 to be received by the EPROM 275 and for data to be supplied to the circuit 100 via the bus 290. The EPROM 275 and latch 280 are interconnected by address lines 282 and the i -I 8 EPROM is connected to the circuit 100 by 4 address lines 284. (The circuit 100' in Figure 2 is the circuit 100 which has been drawn adjacent to the EPROM 275 to show the interconnection for the ease of illustration).

A mode memory circuit 220 which is a nonvolatile RAM circuit x2444 made by X1COR is coupled to circuit 100 to store the information contained in the circuit 100 in the event of power loss. If power is lost line 116 goes low which stops transistor 121 from conducting to enable transistor 122 to conduct so that a low signal appears on line 124. This signal is received by the circuit 100 interrupt port to shut down the circuit 100. In the event of power disruption, capacitor 205 maintains circuit 100 operating for a small amount of time to ensure that the information contained in the circuit 100 is transferred to the circuit 220.

The embodiment of Figures 2 and 3 operates as follows. The processor 100 is programmed to output a signal on line 142 to cause that line to go low. This turns off transistor 202. Line 142 is maintained low for a sufficient period of time to enable capacitor 204 to charge to thereby reset thd circuit 140. The processor 100 then outputs a signal on line 142 to cause that line to go high tuning on transistor 202, taking circuit 140 out of the reset mode so that it can respond to its clock input on line 142. The circuit 140 then causes lines 152, 154a, 156a, 160, 162 and 164 to go low and high in a predetermined sequence so that the keyboard 150 can be read. The circuit 140 reads the keyboard 150 by causing one of the lines 152 to go high for sufficient amount of time to charge its respective capacitor 156 and then quickly causes the other lines to go high for a short period of time sufficient to prevent charging of the respective other capacitors 156. The lines 160 and 164 are also caused to go high in turn so that if one of the keys in the row coupled to the capacitor which has charged is depressed the capacitor discharges through that key and through the gate 172 in the same column of keys to cause 9 line 180 to go high. Once the circuit 140 has scanned through each of the lines 152 to 164 the line 142 is again caused to go low for sufficient time to turn transistor 202 off so that capacitor 204 is charged to reset the circuit 140. The scan is then repeated with another one of the lines 152 to 158 being held high for a sufficient amount of time to cause its transistor 156 to charge so that another depressed key in another line can be detected. This scanning procedure continues and the output on line 180 switches transistor 184 on so that line 142 goes low so that the processor 100 (Figure 2) can receive signals from the keyboard 150 indicative of a certain number of keys being depressed on the keyboard to determine whether that code corresponds to a preprogrammed code in the processor 100.

Thus, a user of the vehicle turns the ignition key of the vehicle which causes a low signal to be supplied on line 102 to the processor 100. The processor 100 then reads the keyboard 150 in the above described manner to determine if a code inserted into the keyboard 150 by the driver matches a predetermined code in the processor 100.

If the code does match a predetermined code in the processor 100 the processor 100 outputs a signal on line 114 which switches on transistor 112 to in turn switch on transistor 108 to cause power to be supplied on the ignition line 12 to relay R1. This causes the relay R1 to close so that power is supplied to the ignition coil 14, fuel pump 16 or fuel shut off valve 50 in the same manner as described with reference to Figure 1.

In the event that a driver inputs a wrong numeral into the keyboard 150 the processor is programmed to take no further action and not to supply an output on line 114.

The driver is then required to switch off the ignition key so that the line 102 goes high. This causes the processor 100 to output a signal on line 142 causing the circuit 140 to reset and again restart the scanning process of the keyboard 150. Once the user correctly inputs the code the processor 100 outputs a signal to cause line 114 to go high 10 to in turn enable power to be supplied to the relay R1 as described above.

This embodiment of the invention is also provided with two other modes to enable the vehicle to be used by other people whilst being serviced or driven in a car park without those people having to know the driver's input code or to enable the driver to restart the engine in the event that the vehicle stalls in traffic or the like.

The service mode requires the driver to push the key labelled with reference no. A on keyboard 150. If this key is depressed the processor 100 will recognise that key and when the ignition is turned on and a low signal received on line 102 will cause line 114 to go high to enable power to be supplied to the relay RI. The processor 100 will remain in this mode until the key labelled B in keyboard 150 is depressed. When the key labelled B has been depressed the processor 100 goes back to its normal mode when it will read the keyboard 150 for the required code before outputting a high signal on line 114 to enable power to be supplied to the relay RI. When processor 100 is in this mode it also causes the circuit 140 to provide outputs to lines 157and 159 to gates 161 and 163 so that power is supplied to buzzer 153 and diode 155 so as to provide an indication that the system is in the service mode.

The other mode enables a driver to immediately restart the car in the event of the car stalling. This mode includes a timing sequence in the processor 100 whereby once the vehicle has been placed in the normal running mode and power is disrupted to the vehicle in the event of the vehicle stalling or the like, the processor will still cause line 114 to go high in the event that the ignition is turned on within a period of, for example, seconds after the processor 100 detects the disruption of power supply. Thus, if the vehicle does stall in traffic or any other conditions it can be turned on by simply turning the ignition key as is conventional. After a period of 20 seconds has elapsed the processor 100 then

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11 goes into the mode whereby a correct input into the keyboard 150 is required before a high signal is applied to line 114 to cause power to be supplied to the relay RI.

When the drive turns the vehicle off, transistor 106 stops conducting and line 102 goes high. This is sensed by the processor which causes line 114 to go low to shut off power to the relay.

As previously described the system is provided wit1 the mode memw-y circuit 220. This circuit remembers which mode the processor 100 was in the event of power disruption (which is sensed on power off line 124) to the system and to, upon resupply of power to the system, re-enter that mode into the processor 100 so that the processor 100 continues to operate in the correct mode.

Therefore, if power is disrupted to the system for any reason, such as by faulty battery terminals or disconnection of those terminals or the like, the circuit 220 remembers the state at which the processor 100 was operating at the time of disruption to power and when power is supplied reprogrammes the processor .00. This enables easy reprogramming of the system in the event that a battery is removed or disconnected from the vehicle for any reason and also prevents theft of a vehicle by a thief tampering with the battery in order to disrupt supply of power to the system and hopefully place the system into a mode which will enable the thief to simply start the vehicle in the conventional way. Since the circuit 200 reprogrammes the processor 100 into the mode it was in when power was lost, if the vehicle is left standing in the normal security mode where a correct key entry is required to be input into the keyboard 150 before the vehicle will start and power is disrupted, the processor 100 will, on being repowered, be reprogrammed into that mode to thereby prevent operation of the vehicle until the correct code is inputted into the keyboard 150.

The circuit components shown in Figure 2 are adapted to be located in a secure location to prevent tampering or access by a would-be thief. It is proposed ILi I 12 that circuitry be contained in a secure container which is located beneath a plate in the boot of a vehicle or otherwise secured in the vehicle in a position where it cannot be tampered with and in further embodiments the circuitry may be integrated into the "black box" electronic control system of a vehicle.

In a further embodiment the system could comprise an infra-red sending unit located in the vehicle. The unit includes a keyboard into which a code is keyed by a user to cause the unit to emit an infra-red signal to a pickup unit which causes the terminals 20 and 30 to close to enable power to be supplied on coil or ignition line 12 to the coil etc. The sending unit could also enable the signal to be emitted when a different service code is inputted by the owner so that the terminals 20 and 30 are permanently closed until the owner cancels the service code so that the vehicle can be started by authorised people other than the owner without the owner having zo disclose his or her code.

The preferred embodiment of the invention thereby provides a simple and economical manner of providing an anti-theft device which may be built into a vehicle and which can provide a 'substantial anti-theft measure in order to prevent the theft or unauthorized operation of the vehicle.

The program for operating the system is set out below (set out in machine language).

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Claims (1)

1. 2. The system according to claim 1, wherein a mode memory circuit is coupled to said processor so that in the event of power disruption to said processor, said processor supplies information' contained in the processor to said mode memory circuit for storage and wherein said mode memory circuit supplies the processor with said information after power is resupplied to said processor means. DATED THIS 23rd DAY OF January 1992 FAIL PROOF ANTI THEFT SYSTEM PTY. LTD. By Its Patent Attorneys GRIFFITH HACK CO. Fellows Institute of Patent Attorneys of Australia -LI I l-g ABSTRACT An anti-theft vehicle system is disclosed which comprises a relay (Rl) which shuts off power to an engine coil fuel pump (16) or fuel flow valve (52) to prevent the engine from starting until the reset device in the form-in of a switch or a keyboard (150) is activated. The relay (RI) can be controlled by a processor (100) which is coupled to the keyboard (150) so that when a code is keyed into the keyboard (150) the processor outputs a signal to the relay to cause the relay to supply power to the engine coil fuel pump (16) or flow valve