EP0669881A1

EP0669881A1 - Portable anti-theft device for vehicles

Info

Publication number: EP0669881A1
Application number: EP94900932A
Authority: EP
Inventors: Alan David Somerfield
Original assignee: POLCO-BELCAR Ltd
Current assignee: POLCO-BELCAR Ltd
Priority date: 1992-11-26
Filing date: 1993-11-26
Publication date: 1995-09-06
Also published as: WO1994012371A1; AU5570494A; GB9224924D0

Abstract

An elongate rigid structure (5) optionally telescopic e.g. at (26) (for initial or repeated adjustment) extends from a clamping means (6) on a vehicle steering wheel rim (3) and forward over the generally horizontal dashboard panel (2). It terminates at or near the join (28) of the windshield (1) with such panel (2), typically at a widened portion (25) which is optionally pivoted to structure (5). The structure (5) cannot be twisted off because of the clamping action along part of the rim (3), and in particular the location of edge (27) of the termination piece (25) at or near the base of the windshield. It cannot be pulled up, because it then hits the windshield. It cannot be rotated horizontally because of the clamp on the rim.

Description

PORTABLE ANTI-THEFT DEVICE FOR VEHICLES

This invention relates to devices for preventing theft of motor vehicles.

There are many mechanical devices known for this purpose which are fastened to various parts of a vehicle steering wheel with part of the device obstructed by, or fastened to, some internal part of the vehicle structure thus limiting the drivability of the vehicle. Many of - these devices have disadvantages. They do not fit every model of car. They are not visible from outside the vehicle, and can hinder entry to and exit from the vehicle by the authorised driver. Moreover they can be complex to manufacture, difficult to install, and cumbersome to store.

Devices which are fastened to the steering wheel have hitherto had to be of large dimensions to work effectively, thus inhibiting their everyday use. Also steering wheels are becoming more varied in design, and safety air bags are often fitted in the hub of the steering wheel. It is becoming increasingly difficult for many devices to fit a wide variety of vehicles.

WO Patent 91/08127 shows a bar secured across the hub of the steering wheel such that one end of the bar protrudes from behind the steering wheel and above the dashboard of the car. This design however does not work on vehicles with enlarged steering wheel hubs or with dashboards and steering wheels of certain geometries.

US Patent 1, 347, 463 shows a rigid bar attached to the rim of a steering wheel so that the end of the bar is obstructed by the windshield. This design is rigidified by being fixed to a spoke of the steering wheel as well as the rim. It is difficult to achieve this rigid fixing over a wide variety of vehicles. Also on modern cars the position of the windshield means that in order for such a bar (which lies generally in the plane of the steering wheel) to be of a length to engage the windshield, it must be so long as to make it inconvenient to use and easy to lever off the wheel rim.

US Patent 4, 134, 282 shows an L shaped bar that fits over the top edge of the steering wheel so that one leg extends forwards over the dashboard and the second extends across the hub of the steering wheel so as to restrict the movement of the first leg. The leg extending over the dashboard then restricts the rotation of the steering wheel. A device of this design is not versatile and its shape is unsuited to many vehicles. If it is designed to fit both dished and flat steering wheels then, when it is fitted to a flat steering wheel, the second leg is free and provides a convenient lever arm with which to break the fastening itself.

US Patent 5, 055, 823 shows a bar which is fastened onto the rim at a tangent. Whilst this device only requires one part of the steering wheel rim for attachment, this single point fixing has to support the bar rigidly. Moreover the length of the bar relative to the dimensions of the fixing means that the bar itself provides a useful lever with which to break open the fixing means.

Australian Patent Appln. No. AU-8-82552/91 also shows a bar fastenable to a rim at a single point, but the user has to introduce a relatively lengthy channel from below the rim, which is not always possible, and then manipulate the arm above the rim. Simple one-handed application is not possible.

There are also many other devices known which fasten in various ways either across the diameter of the steering wheel or in some other way to the wheel. These are generally attached so that they support a structure rigidly with respect to the wheel.

All the inventions described above rely upon the steering wheel for rigid support. To give proper rigid support a combination of at least two attachments or abutments with the steering wheel are usually required. It is increasingly difficult to produce a design that will fit all vehicles.

Moreover, known devices do not completely prevent the steering wheel from turning even though they restrict its free rotation. This means that, in some cases, the vehicle may still be moved out of the parking space and driven some distance with the device installed. This decreases any deterrent such devices may present to a potential thief.

Additionally all of the devices described above do not allow for stowage of the device when not in use. Heavy mechanical items loose in the interior of vehicle represent a safety hazard in an accident.

In one aspect this invention consists in an antitheft device, for a vehicle possessing a steering wheel with a surrounding rim, and a generally horizontal panel extending from a rear edge located forwardly of an upper part of the surrounding rim of the steering wheel to a forward edge extending along the base of an upwardly extending and rearwardly inclined windscreen, the said device comprising: a rigid elongate structure of a length capable of extending from the wheel rim upper part and over the panel to terminate at or towards the forward edge thereof; and a downwardly open clamping means at a rearward end of the rigid structure configured to push down around and to close around the said upper part of the wheel rim with the closed configuration securable against unauthorised opening: whereby when the device is in place with the clamp closed substantive rotation of the structure about the rim to achieve unauthorised removal is prevented by the engagement of its forward termination with the inner face of the rearwardly inclined windscreen; substantive rotation of the structure in a plane parallel to the horizontal panel to achieve unauthorised removal is resisted by the closed clamp on the wheel rim; and substantive rotation of the steering wheel for unauthorised use of the vehicle is prevented by the engagement of the structure with the said panel or with the said windscreen or both.

Typically, the length of the clamping means along the rim is greater than the internal diametral dimension closing on the rim; and typically moreover the clamp is immobilised on the rim against relative movement around the wheel circumference.

Preferably, the elongate structure possesses a transversely extending forward edge and is of a length such that the forward edge of the structure engages at one end with the panel and at the other end with the windscreen if the steering wheel is rotated when the device is in place. The forward edge is usually longer than the average transverse dimension of the structure, and the structure is preferably of a length to locate essentially at the forward edge of the panel

The clamp may however have a more elaborate structure particularly resistant to unauthorized opening, and filling a wide range of vehicle steering wheel rims. To achieve this it is envisaged within the scope of the invention to provide a clamping means which possesses a body defining a downwardly open groove the cross-section of which is tapered to fit upon a steering wheel rim over a range of rim sizes; and a clasp U-shaped m cross-section pivoted to the body as to be capable of tilting outwards to open the groove or inwards, and with the U-shape around the rim, to close the groove.

This may conveniently be embodied so that when the clasp is tilted outwards one limb of the U-shape is tilted away from the mouth of the groove and the other limb is tilted into the groove in a position to encounter a wheel rim entering the groove and thus provide for suitable inward tilting of the clasp.

It is particularly valuable if the pivot is a slidable pivot permitting the inwardly tilted closed clasp to be pushed into the groove. A convenient locking arrangement is achieved if the clamping means possesses on and extending away from the U-shape clasp a stem having a ratchet configuration, and on the body a detent member for said ratchet, to give successive non-return locations as the clasp and its stem are pushed into the groove. In such a case a keyed lock may be provided in the body of the clamping means, whereby lock movement moves the detent to a release position when required. Preferably, this is embodied by a design in which the detent is a flexible strip generally L-shaped in cross-section held at the end of the shank and cooperating with the ratchet at the end of the foot; and in which the lock possess a rotary barrel with a flat outer surface adjacent the shank of the L-shape; whereby lock rotation distorts the L-shape to retract the foot and release the ratchet.

Internal reεiliently rim-accommodating means may be provided within the U-shape clasp.

It is further envisaged to embody the rigid elongate structure as a telescopic arm, wherein length-adjusting means within the arm permit an initial adjustment to a desired overall length for a given vehicle environment. Such an arm will preferably possess a transverse end piece (optionally pivoted to the arm) for locating over the panel and at or near the base of the windshield. In another aspect the invention consists in an antitheft assembly comprising a vehicle steering wheel with a surrounding rim, a generally horizontal vehicle panel extending from a rear edge located forwardly of an upper part of the said surrounding rim to a forward edge extending along the base of an upwardly extending and rearwardly inclined windscreen, and a rigid elongate structure extending from a clamping means securable against unauthorized opening about the said upper part of the surrounding rim forward over the said panel to terminate at or near the said forward edge thereof.

In yet another aspect it provides an antitheft assembly comprising a vehicle steering wheel with a surrounding rim, a generally horizontal vehicle panel extending from a rear edge located forwardly of an upper part of the said surrounding rim to a forward edge extending along the base of an upwardly extending and rearwardly inclined windscreen, and a rigid elongate structure extending from a clamping means securable against unauthorized opening about the said upper part of the surrounding rim forward over the said panel to terminate at or near the said forward edge thereof.

Embodiments of this invention as defined above therefore provide devices which prevent any significant rotation of the wheel whereas prior art devices typically still provide some restricted rotation. This means that the vehicle cannot be driven any distance and may not be moved out of a parking space. The device also gives maximum visibility from outside the vehicle m order to deter the thief and to make any attempt to break through the device visible to other passers by. The device also allows maximum ease of fitting and lack of hindrance to the authorised driver inside because it does not protrude into any space normally occupied by the driver and when not in use may be simply and quickly stowed.

The invention will now be described with reference to the following drawings where:

Figure 1 is a perspective view of an immobilising device in accordance with the invention, as seen through a windshield of a vehicle;

Figure 2 is a diagrammatic part section of the elements of Fig. 1, in a vertical plane;

Figure 3 is a perspective view similar to that of Fig.1 but of a second embodiment of the device of the invention;

Figure 4 is a view of the embodiment of Figure 3 looking directly towards the back of the vehicle, through the windshield, showing an unsuccessful attempt to turn the steering wheel;

Figure 5 is a view looking vertically downwards onto the dashboard through the windscreen, showing a third embodiment;

Figure 6 is a view looking backwards onto a further embodiment of clamping means with a portion of the body cut away;

Figures 7-11 are vertical cross-sections of- the clamping means in a succession of operative states;

Figure 12 shows a fifth embodiment of immobilising device in longitudinal section; and

Figure 13 shows a plan view of the embodiment of Fig. 12, in part fragmentary.

For the purpose of the following description and claims the term "forwards" means towards the front of the vehicle and the terms "vertical" or "horizontal" assume that the vehicle is standing on level ground.

As shown in Figs. 1 and 2, the vehicle includes a windshield 1, and dashboard 2, and a steering wheel 3 with a rim 4. The angle between the windshield 1 and the dashboard 2 is less than ninety degrees. Rigid structure 5 is rigidly attached to the steering wheel rim 4 by. clamping means 6 which prevents rotation of the structure 5 in the direction of arrow X.

The clamping means 6 may allow some rotation in directions of arrows Y. However, when the structure 5 is rotated upwards its front edge 7 is obstructed by the windshield 1 at 8. If structure 5 is rotated downwards it becomes obstructed by the dashboard 2 at point 9.

With the device thus installed, significant rotation of the steering wheel 3 is prevented by the structure 5_ becoming obstructed between the windshield 1 and dashboard 2, thus rendering the vehicle undrivable.

Figures 3 and 4 show a second embodiment where a front edge 17 of structure 5 is of an increased length and lies parallel to a lower edge 16 of the windshield 1. Because of this the modified clamping means 5 can only move slightly in the directions of arrows Y (Figure 2) and not in the direction of arrow Z, i.e. not about a vertical axis. Moreover, if the steering wheel 3 is turned the front edge 17 rotates and becomes obstructed torsionally between the windshield 1 (at 18) and the dashboard 2 (at 19). Thus this second embodiment further decreases the amount that the steering wheel can be turned. Figures 5 shows features of a third embodiment secured to the steering wheel rim 3. In this the structure 5 includes an abutment means 25 attached by length-adjustment means 26 which adjust the distance of the front edge 27 of the abutment means 25 from the clamping means 6.

If a potential thief attempts to pull the device in the direction of arrow A he is resisted not only by the clamping means 6 on rim 3 but also by the abutment of edge 27 with the windshield and dashboard. Thus the embodiment allows the device to be adjusted easily to fit any distance between steering wheel and windshield and also further restricts any rotation of the wheel as compared to the device of Fig.1. It also prevents the potential thief from using the structure to apply leverage to the clamping means 6.

The rim clamping means of Figs 6 to 11 comprise a hollow body 110 with a tapered groove 111 in its lower face such that when the body 110 is pushed downwards over the steering wheel rim, the rim passes up into the tapered groove 111 and eventually abuts the body along internal taper faces 112 and 113. In this abutted position the transverse width of the body 110 i. e. in a direction at right angles to the page in Fig.17 prevents rotation of the body about the vertical axis, with the lowest and widest part 114 of the groove 111 capable of accommodating the largest cross section of rim and the top part 115 of the groove 111 the smallest cross section.

A U-shaped leaf spring 129 is situated with one leg fixed to the body at 130 and the other leg 131 free to move and biassing the clamping means towards the open-shackle position shown in figure 17.

Figure 6 also shows that the upper portion of the body 110 contains a separate chamber 150. An li-shaped . spring 151 is situated therein with one leg fixed to the body 110 by lugs at 152 and the other leg resting on the lower chamber wall at 153. A keyed barrel lock 154 is fixed to the body 110 with the forward end of the barrel 155 overlapping the L-shaped spring at 156.

The lower wall of the locking chamber 150 has in it an aperture 157 which is positioned so that when the clasp 116 is in the vertical position the top 158 of the toothed stem 117 is directly below, aligned with and adjacent to the aperture 157. When the clasp 116 moves upwards as discussed in more detail below the toothed stem 117 moves through the aperture 157 and its teeth 159 engage on the L-shaped spring 151 at 160 (see Fig.6) so that downward movement of the clasp 116 is prevented. To achieve this teeth 159 are shaped with sloping upper surfaces to force the spring 151 back along the lower face of the locking chamber 153 against the bias, and horizontal lower surfaces which engage on the upper surface of the spring at 160.

The barrel lock 154 is situated such that when the barrel 155 is rotated a cam action (created by a flat surface 161) where the barrel 155 overlaps with the spring 151 deforms the upright limb of the spring to the right in Fig. 11 so that the foot of the L-shaped spring 151 moves along the lower face of the lock chamber 153 and retracts the spring 151 from the teeth 159 at 160. Thus the operation of the key allows the clasp 116 to move downwards, eventually to allow removal of the clamping means from the rim.

The mechanism operates in the following manner, starting from the open position as shown in Figure 7 with the clasp at its lowest position and rotated fully outwards as previously described.

The body 110 is held above the upper portion of the rim 170 with the tapered groove 111 facing downwards towards the rim. As the body 110 is lowered the rim passes behind the lower portion of the shackle at 171 and enters the groove 111, to abut the tip 172 of the upper portion of the shackle causing the clasp 116 to rotate against the action of spring 173. As the clasp 116 rotates the lower portion of the shackle 171 rotates to pass below the lower surface of the rim 170 as the rim moves upwards. This rotation continues until the clasp 116 is in its vertical position as shown in Figure 8.

The rim 170 (see Fig.8) is now enclosed on four sides by the combination of the tapered groove 111 at 177 and 179 and clasp 116 at 178 and 180. As the body is pushed further down the rim 170 moves further into the groove 111 pushing the clasp 116 upwards in front of it. The stem 117 passes progressively into the locking chamber 150 and catches on successive teeth 159 a^'s shown in Figure 14.

Further pressure forces the rim 170 to abut the tapered groove at 183 and 184 as shown in Figure 10 and the clasp to move upwards and lock successively in higher positions. Smaller rim sizes will consequently be locked into the top of the groove with the clasp in its highest position and larger rim sizes at the opposite wider end of the groove with the clasp in its lower position.

Figure 11 shows that the locking action may be improved by a compliant packing piece 190 added to the upper inside face of the shackle. In this embodiment the rim 170 pushes on the packing piece which in turn pushes the clasp as described previously. The packing piece 190 automatically adjusts in size to absorb any differential between the height of the rim cross section and height of the shackle. The force required to compress the packing piece 190 should be greater than the force required to move the clasp upwards against the spring 151. This ensures that the clasp upwards against the spring 151. This ensures that the clasp is always pushed to the highest possible position by the rim.

If the packing piece is not used a user may push the clasp to a higher position by applying finger pressure to the underside of the clasp at 192. This method works particularly well where the rim is covered with a compliant material which will deform under increased pressure and give a tighter grip.

Figures 12 and 13 show a further expedient for adjusting the length of the arm that extends forwards from the steering wheel clamping means to the abutment with the windscreen. The embodiment shown allows for a once-only adjustment. Thus, the device is set once and for all, to a given car, and thereafter enables fast and easy fitting.

The device is shown in Fig. 12 shown with abutment means 205 abutting a windshield 201 and resting above a horizontal panel 222. A plate 202, with a threaded hole 203 to one side, is fixed across the inner end of the inner hollow section 204. A threaded rod 206 is generally the same length as the inner hollow section 204 is threaded into hole 203. By rotating the rod the rearward protrusion 207 of the rod from plate 202 can be adjusted from approximately zero to a dimension genrally equal to that of the inner hollow section 204. The inner hollow section 204, abutment means 205, plate 202 and rod 206 are typically a separate assembly from the outer hollow section 208.

The length of the arm in use is adjusted by* altering the protrusion 207 so that when the inner hollow sectioa 204 moves longitudinally inside the outer hollow section 208 the rear end 209 of the rod abuts the body at 210 thus preventing any further compression of the two hollow sections. The rod 206 cannot be accessed when the device is in use as the windscreen 201 prevents withdrawal of the inner hollow section 204 which is necessary to gain access to the threaded rod.

The improvement of the abut means shown in Fig.13 allows the device to accommodate the transverse curve of the windscreen and to be adaptable to left and right hand drive cars.

The abutment means 205 is fitted into the forward end 211 of the inner hollow section 204 in such a way that it may rotate or pivot by a limited amount relative to the inner hollow section around a notional vertical axis passing through the forward end of the hollow section.

Th s is achieved by the abutment means 205 being fitted to the inner hollow section 204 by means of a square boss 212 with vertical sides 213 and 214 which are tapered equally away from the windshield 201. Upper and lower surfaces 215 are parallel.

In this way the angle of the abutment means automatically adjusts by pivoting about 216 to conform _ exactly to the transverse angle of the windscreen 201 a that point. The advantage of this better conformity is that the abutment means are better able to resist rotation about the axis of the steering wheel. The degree of rotation of the abutment means 205 is limited by the vertical sides 213 and 214 meeting the internal faces of the hollow section 204 at 217.

Claims

CLAI MS:

1. An antitheft device, for a vehicle possessing a steering wheel with a surrounding rim, and a generally horizontal panel extending from a rear edge located forwardly of an upper part of the surrounding rim of the steering wheel to a forward edge extending along the base of an upwardly extending and rearwardly inclined windscreen, the said device comprising: a rigid elongate structure of a length capable of extending from the wheel rim upper part and over the panel to terminate at or towards the forward edge thereof; and a downwardly open clamping means at a rearward end of the rigid structure configured to push down around and to close around the said upper part of the wheel rim with the closed configuration securable against unauthorised opening: whereby when the device is in place with the clamp closed substantive rotation of the structure about the rim to achieve unauthorized removal is prevented by the engagement of its forward termination with the inner face of the rearwardly inclined windscreen; substantive rotation of the structure in a plane parallel to the horizontal panel to achieve unauthorized removal is resisted by the closed clamp on the wheel rim; and substantive rotation of the steering wheel for unauthorized use of the vehicle is prevented by the engagement of the structure with the said panel or with the said windscreen or both.

2. A device as claimed in claim 1 in which the length of the clamping means along the rim is greater than its internal diametrical dimension closing on the rim.

3. A device as claimed in claim 1 or 2 wherein the clamping structure is of a nature that when secured it is immobilised on the said upper rim against relative movement around the wheel circumference.

4. A device as claimed m claim 1, 2 or 3 in which the elongate structure possesses a transversely extending forward edge and is of a length such that the forward edge of the structure engages at one end with the panel and at the other end with the windscreen if the steering wheel is rotated when the device is in place.

5. A device as claimed in claim 4 in which the forward edge of the structure is longer than the average transverse dimension of the structure.

6. A device as claimed in claim 4 or 5 in which the structure is of a length such that the said forward edge of the structure locates essentially at the forward edge of the panel.

7. A device as claimed in claim 6 in which the respective ends of the forard edge of the structure locate one to- either side of the shortest line joining the clamp centre and the forward edge of the panel.

8. A device as claimed in any one preceding claim which incorporates immobilizable length-adj stment means in the elongate structure.

9. A device as claimed in any one of claims 1 to 8 in which the clamping means possesses a body defining a downwardly open groove the cross-section of which is tapered to fit upon a steering wheel rim over a rnage of rim sizes; and a clasp U-shaped in cross-section pivoted to the body as to be capable of tilting outwards to open the groove or inwards, and with the U-shape around the rim, to close the groove.

10. A device as claimed in claim 9 in which when the clasp is tilted outwards one limb of the U-shape is tilted away from the mouth of the groove and the other limb is tilted into the groove in a position to encounter a wheel rim entering the groove and thus provide for suitable inward tilting of the clasp.

11. A device as claimed in claim 10 in which the pivot is a slidable pivot permitting the inwardly tilted closed clasp to be pushed into the groove.

12. a device as claimed in claim 11 further possessing, on and extending away from the U-shape clasp a stem having a* ratchet configuration, and on the body a detent member for said ratchet, to give successive non-return locations as the clasp and its stem are pushed into the groove.

13. A device as claimed in claim 12 in which a keyed lock is provided in the body of the clamping means, and lock movement moves the detent to a release position when required.

14. A device as claimed in claim 13 in which the detent- is a flexible strip generally L-shaped in cross-section held at the end of the shank and cooperating with the ratchet at the end of the foot; and in which the lock possess a rotary barrel with a flat outer surface adjacent the shank of the L-shape; whereby lock rotation distorts the L-shape to retract the foot and release the ratchet.

15. A device as claimed in any one of claims 9 to 14 where the U-shaped clasp possesses internal resiliently accommodating means for the steering wheel rim.

16. A device as claimed in any one the preceding claim 8 to 15 which the rigid elongate structure is a telescopic arm and wherein length-adjusting means within the arm permit an initial adjustment to a desired overall length for a given vehicle environment.

17. A device as claimed in claim 16 in which the arm possesses a transverse end piece for locating over the horizontal panel at or near the base of the windshield.

18. A device as claimed in claim 17 in which the transverse end piece is pivoted to the elongate structure so as to be capable of adapting to the shape of the windshield.

19. An antitheft assembly comprising a vehicle steering- wheel with a surrounding rim, a generally horizontal vehicle panel extending from a rear edge located forwardly of an upper part of the said surrounding rim to a forward edge extending along the base of an upwardly extending and rearwardly inclined windscreen, and a rigid elongate structure extending from a clamping means securable against unauthorized opening about the said upper part of the surrounding rim forward over the said panel to terminate at or near the said forward edge thereof.

20. A method of immobilising against theft a vehicle possessing a steering wheel with a surrounding rim, and a generally horizontal panel extending from a rear edge located forwardly of an upper part of the surrounding rim of the steering wheel to a forward edge extending along the base of an upwardly extending and rearwardly inclined windscreen the method comprising locating over the panel a rigid elongate structure of a length capable of extending from the wheel rim upper part and over the panel to terminate at or towards the forward edge thereof; positioning around the upper part of the wheel rim a clamping means located at a rearward end of the rigid structure; and locking the clamping means in its closed configuration, extending around the wheel rim.