CA2194608A1 - Remote control anti-theft device - Google Patents

Abstract

A vehicle anti-theft device in the form of a vehicle steering wheel lock comprising extendable and retractable members having hooks that are on for engaging diametrically opposed portions of a steering wheel to mount the anti-theft device on the steering wheel. It is provided with a motor operated lock mechanism remotely controlled by a personal identification encoder. The lock mechanism also includes a key operated portion, and the lock mechanism is operable either through the use of a key or through the use of the remotely controlled encoder.

Description

JW-89g8 ~ 21 946C8 REMOTE CO~7TRO~ A~TI-THEFT DEVI OE
The present invention relates to the art of anti-theft devices and, more particularly, to ; uv~d vehicle anti-theft devices for attachment to a steering wheel of a vehi-cle to prevent unauthorized operation of the vehicle by lim-iting rotation of the steering wheel within the vehicle.
In~v~ n By Reference United States Patents Des. 289,491 dated April 28, 1987; Des. 306,252 dated February 27, 1990; 4,738,127 dated April 19, 1988; 4,856,308 dated August 15, 1989; 4,935,047 dated June 19, 1990; and, 4,961,331 dated October 9, 1990 illustrate types of mechanical security devices which are a part of or can be used in conjunction with the present iLvention .
RA~- ' Of The Invention The invention has particular application to preventing the increasing in~i~r~n~r~fl of theft of vehicles by facilitat-ing the ease of use and thus promoting the use of anti-theft devices attA~hAh7r~ to a vehicle steering wheel to limit ro-tation thereof, and the invention will be described with particular reference thereto; however, the invention has broader applications which will become apparent upon the reading of the spe~if;~ation.
Over the last several years, there has been a growing demand by vehicle owners to better secure their vehicles against theft when the vehicle is left unattended. Due to the increased crime rate, vehicle insurance premiums have increased with respect to vehicles not protected by an an-ti-theft device. In an effort to address these security problems, various industries have developed which manufac-ture and promote various -hAn;l to deter the theft of a vehicle. Presently, there are a large number of anti-theft devices for motor vehicles on the market. In addition, many motor vehicles are provided from the factory with integrated a ~ ~l q ~ 6 0 8 JW-8998 security or theft prevention systems. Common vehicle secu-rity - -hAn; ~~~ include electronic devices such as alarms or 80 called "killer" switches which disable the engine and/or ignition of the vehicle unless bypassed by the authorized operator. Most of these security ~-n; which incorpo-rate the use of alarms or "killer" switches employ compli-cated and sophisticated circuitry which requires profession-al installation and/or maintenance. In addition to the high cost of installing and maintaining these types of electronic security devices, the r ]r~;ty of these systems prevents a typical motorist from deactivating the system in case of a malfunction of the security device.
M~rhAnir~l security devices have also been developed such as steering wheel locks, which inhibit unauthorized operation of the vehicle by constraining the relative move-ment of various c ~nts within the vehicle such as a steering wheel, gas pedal, clutch or brake. ~any of these devices include extendable and retractable hooks adapted to engage the steering wheel rim or the steering wheel rim and another rl --L within the vehicle. When mounted, the hooks are locked against relative ~;oplAr L and must be nnlork~d in order to remove the device from the steering wheel. These r--hAn;rAl steering wheel locks are extremely effective when used but, often, are not used by a vehicle owner because of the inconvenience of locking and/or unlock-ing the devices in connection witll attaching and/or removing the device from the steering wheel. In this respect, these - -hAn;cAl locks reguire the use of a key to unlock the de-vice for removal, and many require use of the key to achieve at~Acl L of the device to the steering wheel. In either event, the vehicle owner, upon re-entering the vehicle, must insert a key into the -hAnicAl lock and deactivate the lock before he can remove the device from the steering wheel. Insertion of the key into the lock is at the very least inconvenient especially if the vehicle owner is in a ~ . 21 94608 JW-8998 hurry, and such inconvenience o~ten overrides the owner~s concern for the security of the vehicle and, consequently, the device is not used. Thus, there is a substantial need for providing devices of the foregoing character with an operating nArAhility which promotes the use thereof by ren-dering the device more convenient for the vehicle operator to attach and remove from the vehicle steering wheel.
Su ary Of The Invention The present invention overcomes the above-described disadvantages and others and provides a vehicle security device which is inexpensive, convenient to use and effective in protecting against theft of a motor vehicle. In accor-dance with the present invention, a lockable and nnlo~kAhle anti-theft device is provided which is more easily and con-veniently attached to and removed from a motor vehicle than devices heretofore available. More particularly in this respect, the anti-theft device can be locked and/or nnlo~kD~
from a position remote from the vehicle in which the anti-theft device is located. The locking and/or nnln~king of the anti-theft device may be by an active and/or passive control system. An active system requires the authorized vehicle owner to manually activate a remote controller to lock and/or unlock the anti-theft device. A passive system locks and/or unlocks the anti-theft device based on the dis-tance between the controller and vehicle and without physi-cal intervention by the vehicle owner. The anti-theft de-vice and controller can be ~P~ignDd to incorporate both an active and passive system. Preferably, the anti-theft de-vice is a passive system which min;~; ~e~ the effort of the vehicle owner in securing and unsecuring the anti-theft de-vice.
In a preferred D~hO~; ~, the anti-theft device is a steering wheel lock which _ ~ r; ~D~ relatively disrlAnDAhle hooks for attaching the anti-theft device to the steering wheel of a vehicle. As is well known, such an anti-theft ~ ~ 21 946~ JW-8998 device i nrl n~a a member which extend_ radially outwardly of the steering wheel to restrict and prevent the complete ro-tation of the steering wheel. A locking syatem is provided on the anti-theft device which is controllable from a loca-tion remote from the device for locking and nnlork;nrJ the device upon leaving and returning to the vehicle, respec-tively.
~ore particularly in this respect, the steering wheel lock i nrl n~r~ a body portion 3upporting one of the hooks and telescopically receiving a rod member which carries the oth-er hook. The rod member is provided with annular grooves therealong and the body portion includes a lock housing in which a latch member is supported for displAr ~ between latched and unlatched positions relative to the rod grooves.
In the latched position, the rod is ~Yt~nAAhl~ relative to the body portion but is not r,etractable relative thereto, and in the unlatched position the rod is freely ext~n~Ahl~
and retractable relative to the body portion. In accordance with one aspect of the present invention, a motor-driven latch actuating - -hAniP- is provided in the lock housing and is operable to displace the latch member between the latched and unlatched positions thereof. The lock housing is also provided with a control circuit and power supply by which the motor is activated to achieve the latch member displAr ~s. Preferably, as mentioned above, such activa-tion is controlled by a remote encoder, and the control cir-cuit ; nr~ a receiver responsive to an appropriate coded sLgnal from the remote encoder to activate or deactivate the motor. In a preferred ' 'i--nt, the latch member is spring biased to the latched position thereof, and the lock housing further supports a rotatable key-operated tumbler by which the latch member is displaceable from the latched to the nnlAtrh~d position when the motor-operated latch actuat-ing - -hAni~- is positioned for the latch member to be in 3~ the latched position thereof. When the latter -hAni~~ is ~ 2 1 946~ JW-8998 operated to displace the latch member to its unlatched posi-tion, the tumbler i8 inoperative to di3place the latch to its latched position. Ancor~;nrJly, provision i8 made for manually displacing the motor-operated latch actuating mech-ani3m to the position in which the latch member is in its latched position, whereby the device can be locked in the event that the motor becomes inoperable by, for example, 1088 of battery power. When the motor-operated latch actu-ating r--hAnirm is in a position cuLL~u-lding to the latched position of the latch member, the key-operated tum-bler is operable to displace the latch member between the latched and unlatched positions thereof. This advantageous-ly provides for the anti-theft device to be operable inde-pendent of the motor-driven latch actuating ~~n; pm, In a~cor~Dnre with another aspect of the invention, and for the foregoing purpose, the motor-driven latch actuating hAn; rm i5 adapted to be selectively ~irAhled with respect to displacing the latch member, regardless of whether or not thc motor is operable. In a preferred --i L, a compo-nent part of the latch actuating ~-ni ~m which operatively engages the latch member to displace the latter to the un-latched position thereof is manually displaceable to disen-gage the latch member, whereby the latter is operable be-tween its latched and unlatched positions by the lock tum-bler. Thus, the latch is displA~eAhle between its latched and unlatched positions in~pPn~Pnt of the motor-operated latch actuating ' -hAni rm~ even if the motor is activated to operate the -hAlli pm~ Both arrangements advantageously provide for the locking -hAnirm to have two modes of oper-ation, one by the motor-operated latch actuating ~hAnjrm and the other by key operation of the tumbler. Furthermore, both arrAn,~ Ls advantageously provide for overriding the motor-operated latch actuating r--hAnirm when the position of the latter provides for the latch member to be held in ~ 9 ~ JW-8998 its unlatched position, whereby the device is lockable in the event that the motor is inoperable for any reason.
In accordance with another aspect of the invention, the remote controller is a personal identification unit (PID) carried by an authorized operator of the motor vehicle and operable to actuate the locking r--hAni ~m in the anti-theft device without having to manually use a key as required with prior devices. Preferably, the PID and the control circuit in the device provide for passive actuation of the locking 0 -hAn; rm without physical intervention by the owner. In this respect, the PID is capable of identifying its location in the vicinity of the anti-theft device and, when an au-thorized operator is in the vicinity of the anti-theft de-vice, the PID operates to activate the control circuit in the device, thus to actuate the locking -hAn;rm. Further in this respect, the control circuit is shifted between a first and second condition derPn~;ng on the location of the PID relative to the anti-theft device. The first condition unlocks the locking ~,n;rm and allows the operator to freely attach or detach the anti-theft device relative to the steering wheel. The second condition actuates the lock-ing r- ' -n; rm to lock the anti-theft device in position on the steering wheel. The control circuit automatically shifts into the second, or locking, mode of operation when the PID is moved beyond a predetermined distance from the vehicle and, when the PID i8 moved back within the predeter-mined distance, the control circuit automatically shifts back to the first condition. This passive locking system r;gn;f;rAntly PnhAn~Pr the convenience of locking and un-locking the anti-theft device and ensures that the device is in a locked condition when the vehicle owner is away from the car.
In accordance with another aspect of the present inven-tion, the PID is operable in an active mode which requires that the vehicle owner physically actuate the PID to both .:: 1, .

~ ~4608 Jw-8998 ~ activate and deactivate the control circuit and thus the locking -hAn;~. For this purpose, the PID in~lll~o~ a pushbutton or the like which is depressed by the vehicle owner to activate the control circuit. Successive depres-sions of the pushbutton, when the vehicle owner is within a predetorminod distance from the vehicle, shifts the control circuit alternately between the first and second modes and, accordingly, alternately unlocks and locks the anti-theft device. ~he PID can include a mode switch for selectively ~hAngin; the PID from active to passive operation.
It is accordingly an outstanding object of the present invention to provide an improved locking arrangement between relatively displA~oAhle component parts of a vehicle anti-theft device attachable to a vehicle's steering wheel or to the steering wheel and another ,_ _ ent part of the vehicle to limit rotation of the steering wheel.
Another object is the provision of a vehicle anti-theft device of the foregoing character with a locking arrangement between the c L parts thereof which is adapted to be actuated between locked and 1lnlookod conditions from a loca-tion remote from the vehicle.
A further object is the provision of a lockable vehicle anti-theft device of the foregoing character with a motor-driven locking r--hAn;P~ including a latch member adapted to be displaced between latched and unlatched po~;t;A~n~ rela-tive to the _ ~ ~nt parts of the device in response to operation of the motor.
Yet another object is the provision of a lockable an-ti-theft device of the foregoing character which includes a control circuit and power supply for operating the motor and wherein the control circuit is oporAhlp to actuate the motor in response to a control signal issued from a location re-mote from the vehicle.
Still a further object is the provision of a lockable anti-theft device of the foregoing character, wherein the ~ ? 194608 JW-89g8 locking r ~~h~ni ~m includes a key-operated lock tumbler, and the device is adapted to be locked and nnlockPd selectively by use of a key or by the motor-operated latch actuating ~n; pm~
8till another object is the provision of a lockable anti-theft device of the foregoing character, wherein the motor-operated latch actuating 7~h~ni ~m can be manually m-n;rlllAted from the nnlo~kP~ to the locked mode thereof.
Another object is the provision of a 1o~k~hle anti-theft device of the foregoing character, wherein the motor-operated latch actuating ---h~n; ~m can be manually rendered inoperable for locking and nnl o~ki ng the device.
A further object is the provision of a remotely opera-ble personal identification unit for controlling actuation of a motor-drlven latch actuating ~ni rm in a vehicle anti-theft device selectively in an active or passive mode with respect to such control.
Brief DP~rir~i~n oiE The nr~ing~
The foregoing objects, and others, will iLn part be ob-vious and in part pointed out more fully hereinafter in con-junction with the written description of preferred embodi-ments of the invention illustrated in the ~ nying draw-ings in which:
FIGURE 1 is a perspective view of a steering wheel lock bar incorporating a remotely-controlled locking -hAni ~m in accordance with the present invention;
FIGURE 2 is a front elevation view, partially in sec-tion, of the lock housing of the lock bar taken along line 2-2 in FIGURE 1 and showing the component parts of the lock ~ -h~ni~m in the locked positions;
FIGURE 3 iB a sectional elevation view of the lock housing taken along line 3~3 in FIGURE 2;
FIGURE 4 is a cross-sectional elevation view of the lock housing taken along line 4-4 in FIGURE 2;

21 946~8 ~ FIGURE 5 i3 an elevation view, partially in section, ~imilar to FIGURE 2 and showing the component parts of the locking -~n i ~m in the unlocked positions;
FIGURE 6 is an elevation view, partially in 3ection, 5similar to FIGURE 2 and showing the latch member of the lock ~- ~ on; pm in its unlatched position;
FIGURE 7 is a detail view, in section, showing manual disp1~ ~ of the component parts of the lock -- ~ni~m from the nnl o~kPd to the locked positions thereof;
lOFIGURE.8 i8 an P~plndpd perspective view of the compo-nent parts of the lock ~-ni ~m;
FIGURE 9 is a block diagram showing the functions of the remote transmitter, control circuit and lock -hAn; ~m;
FIGURE 10 is a block diagram showing the electrical 15components of the preferred : ' 'i t of the transmitter of the present invention;
FIGURE 11 represents a coded transmitted signal created by the transmitter depicted in FIGURE 10;
FIGURES 12 and 13 are detailed sectional elevation 20views similar to FIGURE 7 and showing another arrangement for manually displacing the - --~nt parts o~ the lock ' ~ni ~m between the unlocked and locked positions thereof;
FIG~RES 14 and 15 are detailed views, in section, show-ing a ~;f;~ation of the arrangement in FIGURES 12 and 13 25for manually di3placing the component parts of the lock ~honi F~m;
FIGURE 16 is a cross-sectional view of the lock hous-ing, similar to FIGURE 3, and showing another : '-~i- t of the motor-driven latch actuating ' -hon; ~m;
30FIGURE 17 i3 a sectional view similar to FIGURE 16 and showing the c- ~nt parts of the motor-driven latch actu-~ting honi ~m in the di8abled positions thereof; and FIGURE 18 is a cross-sectional view of the ,-part3 of the lock ~ ~ -honi ~m taken along line 18-18 in FIGURE
17.

~ 9 ~ 6 0 ~ 8998 Deccription of Preferred r ~i c Referring now in greater detail to the drawings wherein the showings are for the purpose of illustrating preferred em~bodiments of the invention only, and not for the purpose of limiting the invention, a vehicle steering wheel lock bar 10 having a remotely controllable lock -hAnicm 12 in ac-cordance wlth the pregent invention is illustrated in FIG-URES 1-8 of the drawings. Lock bar 10 includes a tubular body portion 14 tel~ccopi~Ally receiving an elongated rod member 16 having a plurality of almular grooves 18 along the length thereof and which provide annular ratchet teeth 20 each defined by a conical surface 22 and a radial surface 24. Rod me~ber 16 i3 adapted to be displaced between ex-tended and retracted positions relative to body member 14 and, as set forth more fully hereinafter, the conical and radial surfaces of teeth 2~ are cooperable with a latch mem-ber in the locking hAnicm to permit di3rl A~ ~ of rod 16 relative to body portion 14 in the direction of PYt~n~inn while precluding such relative disrl A- ~ in the direction of retraction. Lock bar 10 includes a hook 26 on body por-tion 14 and a hook 28 on rod member 16, which hooks are opened in axially opposite directions relative to body por-tion 14 and rod member 16. ~ooks 26 and 28 provide attach-ment c ~ -nts for r~l~A~Ahly securing lock bar 10 on a vehicle steering wheel 30 and, as is well known in conjunc-tion with such steering wheel lock bars, rod member 16 is adapted to be retracted relative to body portion 14 suffi-ciently to provide for hooks 26 and 28 to be diametrically ~ligned with steering wheel 30, whereupon rod member 16 is ~Yt~n~e~ relative to body portion 14 for the hooks to be positioned relative to the steering wheel as shown in ~IGURE
1. As is further well known, body portion 14 extends radi-ally outwardly from steering wheel 30 and has a length in this direction s--ffi~i~nt to cause the body portion to en-gage a surface within the vehicle and/or a person sitting in ~ ~ 21 9~6~8 JW-8998 the driver~s ceat 8C aG to preclude rotation of the steering wheel.
Lock -hAn~m 12 i3 enclosed in a lock housing 32 fixedly secured to body portion 14 of steering wheel lock bar 10 and includes a latch member 34 slidably supported in a bore 36 in housing 32 extending radially with respect to rod member 16. 1atch member 34 has a nose at the end there-of adjacent to rod member 16 and which i3 defined by an in-clined surface 38 facing conical surfaces 22 of teeth 20 and a radial surface 40 facing radial surfaces 24 of teeth 20.
A spring 42 is interposed between the opposite end of latch member 34 and bore 36 and biases latch member 34 radially inwardly relative to rod member 16. Latch member 34 is pro-vided with an elongated slot intermediate its opposite ends and which, with respect to the latch member axis, has an axially extending flat bottom surface 44 and axially spaced apart radially extending end surfaces 46 and 48. Further, for the purpose set forth hereinafter, latch member 34 has a pin 50 extending radially outwardly from the side thereof opposite surface 44 of the slot and at the end thereof adja-cent surface 48. Pin 50 extends through a guide slot 51 in housing 32 which precludes rotation of latch member 34 about lts axis.
Lock -hAn~ 12 further includes a lock cylinder 52 suitably secured in a bore 54 provided therefor in housing 32. ~ock cylinder 52 support~ a rotatable key operable tum-bler 56 having a key slot 58 therein. As will be under-stood, tumbler 56 is rotatable relative to cylinder 52 when an appropriate key is introduced into slot 58 and turned about the lock cylinder axis. l'he inner end of tumbler 56 is provided with a cam 60 rotatable therewith and which, with respect to the lock cylinder axis, has an axially ex-tending flat cam face 62 and an axially extending circular ca,m surface 64 between the diametrically opposite ends of surface 62. When the component parts are in the A~ ed ~ 46~8 ~ J~-8998 positions thereof, cam 60 is received in the slot in latch member 34 with cam surfaces 62 and 64 being interposed be-tween end surfaces 46 and 48 of the slot.
Lock r -hAn;qm 12 further inrln~ a motor-driven latch actuating -hAn;~ ;n~ln~;ng an electric servo-motor 66, the control of which is described in greater hereinafter, and a latch actuating lever 68 which is driven by motor 66 and which, as will become apparent hereinafter, is cooper-able with spring 42 to achieve ~; qpl A~ L of latch member 34 between the latched and unlatched positions thereof rela-tive to teeth 20 of rod member 16. Lever 68 is adapted to be driven by motor 66 through a crank defined by a disc 70 attached to drive ghaft 72 of motor 66 and a pin 74 attached to the disc. Pin 74 extend~ through an opening 73 therefor in leg 75 of lever 68 and into a threaded opening in disc 70, not designated - ~lly, radially spaced from drive ~haft 72. For the purpose set forth hereinafter, disc 70 is provided with radially outwardly extending noses 76 on dia-metrically opposite sides thereof, and the housing of motor 66 supports a spring arm 78 having a nose 80 positioned to engage noses 76 of disc 70 when the latter is rotated by the motor. Lever 68 ; n~l n~q a leg 82 at the end thereof oppo-site leg 75, 4 and leg 82 ;n~ q an elongated slot 84. The motor-driven portion of lock -- ' An; qm 12 i8 disposed in a compartment in housing 32 closed by a cover 86, and a stepped pin 88 is 4 mounted on cover 86 and has a small diameter pin portion 90 disposed in lever slot 84. Thus, it will be appreciated that rotation of disc 70 oscillates lever 68 relative to pin 90. As will be further appreciated from FIGURES 2 and 3 of the drawings, leg 82 of lever 68 extends across latch pin 50 between the latter and the nose of latch member 34, whereby displacement of lever 68 from the position shown in EIGUR~ 2 to the position shown in PIGURE 5 ~;qplA~ latch member 34 from the latched to the unlatched position thereof and that ... .. . ; .

~ 21 94608 JW-8998 di3placement of the lever from the position shown in FIGURE
5 back to the positlon shown in FIGURE 2 releases latch mem-ber 34 for disrla~ L back to the latched position under the bias of spring 42. As Pyrl~;ned more fully hereinafter, motor 66 i8 operable to displace lever 68 in the foregoing manner.
From the description thus far, it will be appreciated that the c ~ ~t parts of the lock -h~ni~m are in the positions thereof shown in FIGURE 2 when the lock ---ni~m is in the locked mode. More particularly in this respect, latch member 34 is in its latched position under the bias of spring 42, flat tumbler cam face 62 facially engages end surface 48 of the slot in the latch member, and lever 68 is positioned relative to latch pin 50 such that the latch mem-ber is free to move to the latched position under the bias of spring 42. When the lock hnn;~ is in the locked mode, surface 40 of the nose of latch member 34 engages ~gainst the radial latch keeper surface 24 of one of the teeth 20 of rod member 16 to preclude disrl~ L of the right member to the rod in FIGUR~S 1 and 2, thus locking the steering wheel lock bar against removal from steering wheel 30. At the same time, the distance between end surfaces 46 and 48 of the slot in latch memoer 34 is snffi~ t to en-able latch member 34 to be displace downwardly in FIGURE 2 relative to tumbler cam 60 and against the bias of spring 42, whereby rod member 16 can be displaced to the left in FIGURE 2 relative to body portion 14 in that conical surfac-es 22 of teeth 20 will engage inrl;ned latch surface 38 to cam the latch member downwardly in response to such dis-r~ ~r t of the rod member. Furthermore, as will be appre-ciated from FIGURE 6 of the drawings, when the lock mecha-nism is in the locked mode shown in FIGURE 2, rotation of tumbler cam 60 about its axis relative to latch member 34 displaces the latter to the unlatched position against the bias of spring 42. Thus, when the steering wheel lock bar 21 q46~8 JW-8998 .~ ~

i8 in the mounted position on steering wheel 30 and the lock ~h~n;~ ;nrln~ing the motor-driven lever portion thereof i8 in the locked mode, the vehicle owner can unlock the de-vlce manually through the key-operated lock portion to re-lease lock mem~her 16 for ~;RP1~r ~ to the right in FIG-~RE5 1 and 2 relative to body portion 14 as i8 necessary to remove the steering wheel lock bar from the steering wheel.
~c~r~ingly~ it will be appreciated that when the lock mech-anism is in the locked mode as shown in FIGURE 2, the steer-ing wheel lock bar is adapted to be manually locked and un-locked through the use of the key-operated portion of the lock ~h~n; r~.
When motor 66 i8 operated as ~pcrr;hpd hereinafter to rotate disc 70 180~ from the position shown in FIGURE 2, lever 68 is pivoted relative to pin 90 to the position shown in EIGUR~ 5. During such rotation of disc 70, leg 82 of lever 68 engages latch pin 50 and thus displaces latch mem-ber 34 downwardly from the position shown in FIGURE 2 to the poRition shown in FIGURE S against the bias of spring 42.
It will be appreciated, therefore, that FIGURE S illustrateS
the positions of the c ~ parts in the unlocked mode of the lock h~n; ~ resulting from the operation of motor 66.
Again, the length of the slot in latch member 34 defined by end surfaces 46 and 48 enables the latch member to be dis-placed by the lever 68 to its unlatched position relative to tumbler cam 60. At the same time, it will be noted that latch member 34 is held in the unlatched position thereof by the engagement of lever 68 with latch pin S0 and that such engagement positions the slot in latch member 34 such that the end surfaces 46 and 48 thereof are spaced from tumbler cam 60. Accordingly, when the ~ Pnt parts of the lock -h~ni~ are in the unlocked mode resulting from operation of motor 66, the key-operated tumbler cam is not operable to displace the latch member to its latched position relative to rod member 16.

~~q~
~ J~-8998 It will be appreciated from the foregoing de3cription that if motor 66 becomes ~;~Ahl~d for any reason while the component parts of the lock -- -hAn; pm are in the nnl ~k~
positions thereof shown in FIGURF 5, it is ; -s~;hle to lock rod member 16 of the steering wheel lock bar against di8rl Af L in the direction of retraction thereof and, a~c~r~ingly~ it i5; ~ ;h~P to lock the steering wheel lock bar in place on the vehicle steering wheel. In order to enable locking the lock bar under these circumstances, provision is made for overriding motor 66 a~d manually dis-placing lever 68 of the motor-driven portion of the lock r- _' ~n; pm to the locked disposition thereof shown in FIGURE
2. More particularly in this respect, as best seen in FIG-URE 7, housing 32 is provided with an opening 92 aligned with leg 75 of lever 68 toward the end thereof attached to disc 70. Opening 52 iB adapted to receive a tool which, in the . -'; L illustrated, ;n~ln~s a rod 94 provided with an operating knob 96 which facilitates introducing rod 94 into opening 92 and pushing upwardly against lever 68 80 as to displace the lever and disc 70 from the posi~; on~ thereo~
shown in FIGUR~ 5 to the positions shown in FIGUR~ 2, the intermediate positions of the components during such dis-rl AC- - ~ being shown in FIGURB 7. Such displ A~ ~ of lever 68 releases latch member 34 for displA~- ~ to its latched position by spring 42. As will be appreciAted from the foregoing description, when the - ~nt parts are in the positions shown in FI W RE 2, latch member 3g is op~r~hle between the latched and unlatched positions thereof through key-operated tumbler cam 60.
In A~cor~An~e with the present invention, and as men-tioned herein above, the motor-driven portion of lock mecha-nism 12 is adapted to be remotely controlled either passive-ly or actively through the use of an encoder carried by the vehicle owner. With regard to such operation of the lock 1An; pm~ reference is made in particular to FIGURE 9 of ~ 9~6~ 8998 ~ .
the drawings wherein there iB illustrated a control oircuit 98 and power ~cupply ioo for servo-motor 66, and a tran-cmit-ter 102 for remotely activating control circuit 98 in a man-ner to achieve locking and nnlorking displA( nt of latch member 34 through the operation of servo-motor 66. Control circuit 98 and power supply 100 are Pnrlocrd within lock housing 32 and, as best seen in FIGURES 2, 4 and 5 of the drawings, lock housing 32 inrl~ c a compartment 104 sup-porting and ~n~rcinq a circuit board 106 for the electrical 0 r, ~ntS of control circuit 98, and a compartment 108 for power supply 100 which is provided by a plurality of batter-ies 110 in compartment 108. While not shown in the latter FIGURES, it will be appreciated from FIGURE 9 that the bat-teries providing power supply 100 are connected to control circuit 98 by lines 112 and 114, and to seLv~ - Lor 66 by line 116 and the output of control circuit 98 as ~r~crrihr.~
hereinafter. Battery compartment 108 in housing 32 is closed by a removable cover 118 which facilitates acce3s to the compartment for changing the batteries.
Referring again to FIGURE 9, control circuit 98 in-cludes a receiver-decoder 120 inr~ ;n7 an antenna 122 for receiving electromagnetic signals S from antenna 124 of transmitter 102 which is described in greater detail herein-after. Control circuit 98 further inrln~ec~ a reset timer 126 which is part of a mi~Lo ~Locessor, not shown, used in control circuit 98. In accordance with the preferred em-bo~i L of the invention, transmitter 102 is a personal identification unit carried by the vehicle owner and which continuously transmits a nerieS of electromagnetic coded signals S at short intervals, such as about 10 seconds. The coded signals are an arrangement of pulses unique to the particular transmitter, whereby the latter identifies an authorized operator of the vehicle. Receiver-decoder 120 of control circuit 98 has a dpno~;ng network for recognizing the unique coded pattern of signals S from transmitter 102, ' 2~ 94608 and the periodic trAnr~;qqion of ~ignals S provides for _on-trol circuit 98 to be activated in accordance with the loca-tion of the transmitter 102 relative to the vehicle. In this respect, for example, if the operator of the vehicle is within 50 feet thereof, control circuit 98 will be activated by signals S whereas, if the operator is beyond 50 feet, transmitter 102 is outside the range of transmission of sig-nals S for the purpose of activating control circuit 98. It will be appreciated of course that the range of trAn~~~;qsi~~n for transmitter 102 can vary in accordance with the strength of the battery therein, not shown, by which the transmitter is powered.
When the operator of the vehicle is within the vicinity thereof, control circuit 98 is activated to unlock lock ~IAn;r~ 12. At this time, the _ ~ ~nt parts of the lock -hAn;r~ ;n~ ;n; the motor-driven portion thereof are in the poq;t;on~ shown in FIGURE 5 of the drawings. Norever, control circuit 98 lock circuit 12 maintains in the nnl~~rk~d condition so long as the operator remains within the vicini-ty of the vehicle. In this respect, signals S are transmit-ted to receiver-decoder 120 every 10 seconds, and the decod-er, upon recognizing and acknowledging the unique coded sig-nal from the transmitter transmits a signal through output 128 to reset timer 126 which has an expiration time greater than the 10 3econd period between signals S and which expi-ration time is, for example, 30 seconds. Bach time resct timer 126 receives a signal from output 128, it resets to the full expiration time thereof. Consequently, if the op-erator remainA in the vicinity of the vehicle, timer 126 continues to reset in response to signals S and the compo-nent parts remain in the positions thereof shown in FIGURB
5.
When thc vehicle operator leaves the vicinity of the vehicle, signals S are no longer received by receiver-decod-er 120 and, accordingly, the 30 second expiration time of .....

~ JW-8998 21 9~60~
timer 126 expires without the timer receiving a reset signal from output 128. Consequently, timer 126 outputs a signal through line 130 to seLvu - Lor 66 connecting the S~LVU
tor across power supply 100 for a period of time snffi~pnt to drive disc 70 180~ clockwise in FIGUR~ 5 to shift lever 68 from the position shown in the latter figure to the posi-tion shown in FIGURE 2. This relieves latch 34 for dis-placement to its latched position relative to rod member 16 by biasing spring 42 to place the lock -hAn; qm in the locked mode thereof. As disc 70 approaches the point of 180~ rotation, servo-motor 66 is deenergized and nose 76 on disc 70 interengages with spring biased nose 80 and thc frictional ~ngag L therebetween assures stopping of disc 70. When the vehicle owner subsequently moves back into the vicinity of the vehicle, the fir3t signal S received by re-ceiver-decoder 120 is outputted through timer 126 via line 130 to seLvu - Lor 66 again connecting the latter across power supply 100. Accordingly, disc 70 is rotated 180~
clockwise to shift lever 68 from the position thereof shown in FIGURE 2 back to the position shown in FIGURE 5, whereby lever 68 engages latch pin 50 and displaces latch 34 to the unlatched position thereof against the bias of spring 42.
Thu8, the lock -'Aniqm i3 again in the unlocked mode thereof. Rotation of disc 70 is again arrested by the fric-tional interengagement between the cuLL~,uul~ding nose 76 on disc 70 and the spring biased nose 80. Subsequent signals S
received by receiver-decoder 120 and outputted through line 128 to timer 126 operate as described hereinabove to reset the timer, whereby the lock '-ni ~~ remains in the un-locked mode until such time as the operator again leaves the vicinity of the vehicle.
Optionally, as will become apparent hereinafter, trans-mitter 102 is provided with a selectively operable pushbut-ton override to provide for manually or actively controlling operation of lock ~ -hAni pm 12 through control circuit 98.

~ ~1 946~
In this respect, manual depression of the pushbutton by the vehicle owner provides for continuous transmission of sig-nals S to receiver-decoder 120 as opposed to the periodic signals transmitted when the transmitter is operated in the passive mode as des~~r;hed hereinabove. A continuous signal S from the transmitter, after decoding and acceptance by receiver-decoder 120, is outputted by the mi~Lo pL~cessor through line 132 directly to seL-vo-motor 66, thus bypa~sing timer 126, whereby the servo-motor is connected across power supply 100 and operates to rotate disc 70 180~ to shift the lock -hAn;~m from one of the locked and unlocked modes thereof to the other. Transmitter 102 can be provided with a switch, for example, for shifting the transmitter between the active and passive modes of operation thereof and, when in the active mode, sequential signals S are operable through control circuit 98 to sequentially shift the lock ~ An; pm between the two modes thereof. It will be appre-ciated, of course, that transmitter 102 has to be within the transmitting range thereof in the active mode in order for the signals to be received by receiver-decoder 120.
A preferred '~ L of the personal identification unit or transmitter 102 is illustrated in FIGURF 10 of the drawings wherein the first stage is representative of the optional active or passive operation thereof with respect to transmitting signals S, and which active and passive modes are respectively designated "pushbutton" and ~message-. It will be appreciated that the - ~ ~nts of transmitter 102 are powered by an internal battery, not shown. ~~nA;~r;~g first the passive mode of operation, the message' stage 134 creates a continuous signal in line 136 to a pulse timer 138. Pulse timer 138 creates a signal in line 140 each 10 seconds. This signal is converted to the desired unique coded signal for the personal identification unit by encoder 142 to produce a series of binary signals which are directed through line 144 to a 100 k~z oscillator 146. The output of 2 1 ~ 4 6 0 8 JW-8998 osclllator 146 is a scries of small or long pulses indica-tive of the logic 0 and a logic 1, respectively, of a binary coded signal. The coded signal is directed through line 148 to an antenna driver oscillator 150 so that each 10 seconds an ele~Ll gnPtic coded signal S unique to the tran_mitter is transmitted from antenna 124 thereof. Output 140 from pulse timer 138 algo enables a 418 O~Bz SAW oscillator 152 through line 154. The output cf oscillator 152 is applied to oscillator 150 through line 156 and provides antenna 124 with a carrier having a frequency of 418 MBz to prevent ra-dio interference. The resulting signal is a lOOkBz decoded serial signal with a 418 ~Bz carrier, and this signal occurs each 10 seconds to reget timer 126 when transmitter 102 is within the vicinity of the vehicle and thus control circuit 98 as dpcrr;hpd hereinabove. The signal S produced in the foregoing manner is shown in FIGURE ll and has a series of binary numbers defined by short pulses Sl, S3 and long pU18-es S2 Pnd S4.
In the active or "pushbutton" mode, pushbutton 158 is operable to transmit a continuous signal through line 160 directly to encoder 142, thus bypassing pulse timer 138.
or~lnsly~ it will be appreciated that when transmitter 102 is used in the active mode, nignal S is transmitted from antenna 124 for whatever period of time pushbutton 158 is depressed by the operator.
RPfPrrlng now to FIGURES 12 and 13 of the drawings, there is illustrated a ';firation of the arrangement dis-cussed hereinabove in conjunction with FIGU~E 7 for manually ~;~pl~r;ng motor-driven lever 68 from the nnlnrkP~ to the locked posltion thereof in the event motor 66 becomes dis-bled. In this ~ ; - L, opening 92 in lock housing 32 receives a pin 162 having a head 164 on the inner end there-of. The interior of housing 32 is provided with a tubular projection 166 having a flat inner end against which head 164 engages to retain the pin in opening 92, as _hown in . ~

21 94608 JW-8g98 --FIGURE 12. Pin 162 i3 adapted to be displaced inwardly of housing 32 by tool 94, as shown in FIGURE 13, so as to en-gage and displace lever 68 from the unlocked position shown in FIGURE 12 to the locked position shown in FIGURE 13. As will be appreciated from FIGURES 12 and 13, pin 162 is re-tained in opening 92 at all times. This advantageously pre-cludes a would-be thief from introducing a hooked wire or the like through opening 92 and about the upper edge of le-ver 68 80 as to pull the lever back to the unlocked position thereof and which would be possible if opening 92 were not plugged by pin 162.
FIGURES 14 and 15 of the drawings illustrate a modifi-cation of the pin arrangement shown in FIGURBS 12 and 13.
In this respect, pin 162 is slidably received in an opening 168 which is closed at the end thereof adjacent the outer ~urface of housing 32, and the pin is provided with an oper-ating member 170 ~Yt~n~ing transversely therefrom and through a slot 172 in housing 32. Slot 172 extends axially of pin 162, and the outer end of operating member 170 is provided with a button 174 which facilitates manual dis-rl A~ L of pin 162 to the right from the position shown in FIGURE 14 to the position shown in FIGURE 15. From the foregoing description, it will be appreciated that such dis-placement of pin 162 ~;~r-A~e~ lever 68 from the nnlo~k~d to the locked disposition thereof.
FIGURES 16-18 illustrate a preferred mounting arrange-ment for the motor-driven lever and by which the lock mecha-nism is selectively shiftable between motor-driven and key-operated modes. This '-~i L advantageously enables shifting the motor-driven portion of the lock -hAniam to a disabled position with respect to actuating the latch member of the lock - -hAniam regardless of whether or not the ser-vo-motor is disabled. ~c~rdinqly, should the vehicle oper-~tor lose the personal identification encoder, or should the encoder be stolen, he or she can shift the lock -hAni am to ~ 21 94608 JW-8998 the key-operating mode in which the motor-driven portion of the lock -h~ni rm is disabled, whereby the operator can lock and unlock the ~h~n; ~m through the use of a key while assuring against remote operation of the lock -h~n; ~m by an unauthori 7~d person who finds or steals the encoder.
The foregoing advantages are achieved in accordance wlth this : 'o~i L by reversing lever 68 for the slot 84 in leg 82 thereof to be adjacent motor-driven disc 70 and to provide for leg 75 thereof to extend across latch pin 50 to the extent that opening 73 in leg 75 is spproximately in the location of guide pin 90 in the em.bodiment of FIGURES 1-8.
In this '~o~; L, lever 68 is mounted on housing 32 by means of a support pin having a large diameter portion 176 axially and rotatably received in a bore 178 in the housing, and having a small diameter portion 180 extending through opening 73 in leg 75, whereby lever 68 is pivotal about the axis of pin portion 80. A bore 182 of smaller diameter than bore 178 opens into the outer end thereof to provide a ~h~nl~Pr 184 therebetween. Lever 68 abuts against the ~h~ Pr between the large and the small diameter portions 176 and 180 of the support pin, and lever 68 is biased against this shoulder and the support pin is biased against ~h~ Pr 184 by a coil spring 186 coaxial with the support pin and interposed between leg 75 of the lever and housing cover 86. The axially inner end of bore 178 is provided with a transverse slot 188 and an axially adjacent circular ~ bore 190 providing a shoulder 192 transverse to slot 188, portion 176 of the support pin is provided with a cross pin 189, and the axially outer end of support pin por-tion 176 is provided with a transverse slot 194. For the purpose set forth hereafter, the support pin is adapted to be axially depressed and rotated relative to housing 32.
Motor-driven disc 70 is provided with an elongated pin 198 extending through slot 84 in leg 82 of lever 68, and pin 198 is radially spaced from motor drive shaft 72, whereby disc ~ 4 6 0 8 JW-8998 70 and pin 198 provide a crank for pivoting lever 68 in op-posite directions about support pin portion 180 in response to the operation of motor 66. Pin 198 extends outwardly from disc 70 to a point adjacent cover 86.
In the positions of the component parts shown in FIGURE
16, leg 75 of lever 68 transversely overlies latch pin 50, whereby it will be appreciated from the description of the '_~;~~ L illustrated in FIGURES 1-8 that latch spring 42 biases latch member 34 toward th.e latched position thereof and that lever 68 is cooperable with spring 42 and in re-sponse to rotation of disc 70 to alternately displace the latch member between the latchcd and unlatched positions thereof relative to rod member 16 of the steering wheel lock bar. Should motor 66 become disabled, or should the vehicle operator lose or have the personal identification encoder stolen, or should the operator simply desire to be able to lock and unlock the lock - -hAni~- through the use of the key-operated portion thereof only, the motor-driven portion of the lock ~-hAn; F~ in the ~ t shown in FIGURF
16-18 is adapted to be manually ~ Ahled. This is achieved simply by introducing a ~L~..' ver 196 into bore 182 and into engagement with slot 194 in the support pin, as shown in FIGURE 17, pushing the support pin axially inwardly to move cross pin 189 out of slot 188 and into opening 190, and then rotating the support pin 90~ from the position shown in FIGUR~ 16 to the position shown in FIGURE 17. In the latter position, pin 189 engages shoulder 192 to retain lever 68 in the position shown in FIGURE 17 against the bias of spring 186. In this position of the ~ t parts, leg 82 of lever 68 is adjacent the outer end of pin 198 and leg 75 of the lever is speed axially outwardly from latch pin 50.
Accordingly, even if motor 66 is actuated with the _ -nt parts in the position shown in FIGURE 17, the spacing of lever leg 75 from latch pin 50 precludes any displAc L of the latch member as a result of the pivotal ~; Fpl A~ nt of f lever 68 by motor 66. When the operator chooses to return the lock -h~n; n- to the remotely controllable motor-oper-ated mode, this i8 easily and quickly achieved by inserting 3~L-..' 'ver 196 into bore 182, rotating the support pin 90~
from the position shown in FIGURE 17 so as to align pin 189 with slot 188, and then releasing the S~Ll ' 'ver whereupon npring 186 biases the component parts from the positions shown in FIGURE 17 back to the positions shown in FIGUR~ 16.
When the motor-driven portion of the lock -hAni~~ in this : o~; 8 is in the remotely controllable mode, as shown in FIGURE 16, operation of the latch '-n; ~ through use of remote transmitter 102 is as described hereinabove in con-junction with the '-'i ~nt shown in FIGURE 1-8. As will be appreciated from FIGURE 18, this ; nrl n~9 the ability to displace latch member 34 from the lntched to the unlatched position thereof through the use of the k~y-~Lated tumbler cam when the component parts of the motor-operated portion of the lock - -h~ni nm are in the locked positions.
While considerable : ,hAn;n has been placed herein on the structures and structural relatinnnh;r~ between the com-ponent parts of preferred '.n,~; 88 of the invention, it will be appreciated that other embodiments of the invention can be made and that many changes can be made in the embodi-ments herein disclosed without departing from the pr;nri of the present invention. Accordingly, it is to be dis-tinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the present in-vention and not as a limitation.

Claims (8)

1. A personal identification device for remotely controlling an automotive vehicle anti-theft device having means including receiver means for controlling a function in said anti-theft device, said personal identification device comprising a transmitter having means for transmitting a control signal to said receiver in a coded pattern unique to said transmitter, and means for transmitting said control signal at given intervals.

2. The identification device according to claim 1, wherein said control signal is an electromagnetic signal.

3. The identification device according to claim 1, wherein said intervals exceed about 10.0 seconds.

4. The identification device according to claim 1, wherein said transmitter includes means to create a continuous first signal, timer means for receiving said continuous signal and creating a second signal at said given intervals, encoder means to convert said second signal to a binary coded signal providing said control signal, and antenna means for transmitting said control signal to said receiver means.

5. The identification device according to claim 4, and manually operated override means for by passing said timer means and applying said continuous first signal to said encoder means, whereby said control signal is transmitted during override operation for a period of time determined by manual operation of said override means.

6. The identification device according to claim 4, wherein said intervals exceed about 10.0 seconds.

7. The identification device according to claim 6, wherein said control signal is an electromagnetic signal.

8. The identification device according to claim 7, and manually operated override means for bypassing said timer means and applying said continuous first signal to said encoder means, whereby said control signal is transmitted during override operation for a period of time determined by manual operation of said override means.