GB2063194A - Improvements in or relating to vehicle anti-theft devices - Google Patents

Abstract

A vehicle pedal lock has hinged upper and lower parts 10, 11 between which can be engaged respectively in recesses 19, 20, 21 the clutch, foot brake and accelerator pedals of a motor vehicle. In the closed position lugs 14, 15 extend through apertures 17, 18 and are locked by padlocks to prevent relative movement between the pedals. Instead of being hinged, the parts can be biassed apart by springs. Embodiments can be secured between the propeller shaft or steering column and an internal wall or other part. <IMAGE>

Description

SPECIFICATION Improvements in or relating to vehicle protection devices This invention relates to vehicle protection devices.

According to this invention a vehicle protection device comprises means cooperable with a vehicle pedal for limiting movement of the pedal relative to another such pedal, and adapted to cooperate with releasable means for holding said cooperable means in the movement limiting position.

The device may include said releasable means.

The device may be adapted to cooperate with two or more pedals to limit the movement of said pedals relative to each other.

The device may comprise two parts movable relative to one another between open and closed positions, the pedal or pedals being receivable between the parts in the open position and in the closed position and two parts limiting said move ment.

At least one of the two parts may have one or more slots to receive respectively the pedal or pedals which are thus restricted against movement relative to the device transverse to the pedal or pedals. Instead of slots one of the two parts could be provided with one or more projections defining recesses or channels within which the pedal or pedals can be received.

The two parts may be hinged together.

The releasable means may comprise a padlock or otherform of lock.

One of the two parts may comprise first and second elements connected together for relative movement to adjust the overall size of the device.

One of the two parts may comprise a formation engageable with the brake pedal arm in the closed position to apply the vehicle brake.

In one arrangement one of the two parts comprises first and second members respectively hinged to the other of the two parts at opposite ends thereof.

One form of device includes a recess for receiving the vehicle steering column and includes means enabling the device to be secured to another part of the vehicle to hold the device against movement relative to the vehicle.

Spring means may be provided to bias the two parts apart for receipt of the pedal or pedals between the parts.

Spring means may be provided for biassing the cooperable means into engagement with the pedal or pedals.

Means may be provided for locking the device to the vehicle, for example the interior of the bulkhead, or between the propeller shaft tunnel and a side wall.

The device may include an arm slidableto lock the device to the vehicle.

The device may comprise parts biassed to a first position, said slidable arm being arranged to move the parts to a second position in which the parts lock the device to the vehicle. The parts may comprise rods engageable in bosses secured to the vehicle.

The means for locking the device to a vehicle may comprise a rod rotatable between a first position in which it holds the device to the vehicle and a second position in which it allows the device to be removed.

The invention may be performed in various ways and some specific examples with possible modifications will now be described by way of example with reference to the accompanying diagrammatic draw ings, in which: Figures 1 to 6 are respectively perspective views of devices for protecting a motor vehicle from theft; Figure 7 is a part-section view of another device; Figure 8 is a side elevation of another device; Figures 9 to 11 are perspective views of further devices; Figure 12 is a section on the line A-A of Figure 13; Figure 13 is an enlarged end view of part of Figure 11; Figure 14 is a perspective view of another device; Figure 15 shows a modification for Figure 14; Figure 16 shows another modification arrangement of Figure 14with parts omitted for clarity; Figure 17 is a perspective view of a further device with parts omitted for clarity;; Figure 18 is a side view in the direction 18-18 of Figure 19; Figure 19 is an end view of part of Figures 14, 16, 17; Figure 20 is a perspective view of a further device installed on a vehicle bulkhead; and Figure 21 shows the device of Figure 20 partly disassembled.

Referring to Figure 1, a device 9 for rendering a motor vehicle resistant to theft comprises an upper part 10 and a lower part 11 hinged together at one end 12. Upstanding from the upper surface 13 of the lower part 11 are two spaced lugs 14,15 each having an aperture 16 and which, in the closed position of the two parts 10, 11, respectively extend through spaced apertures 17, 18 in the upper part 10.

The upper surface 13 is provided with three spaced slots 19,20,21 respectively for receiving the pedal arm of the clutch, foot brake and accelerator. It will be appreciated that the bases 19a, 29a, 21a of the slots may extend in different planes, and the sides of each slot may diverge or be parallel and be inclined in different directions, as required to fit the pedals of a particular vehicle. In some cases the slots may be a size enabling the device to be used with a variety of vehicles. The device is slid underthe pedals with the hinge open, and the upper part can then be swung to the closed position.

In the closed position padlocks 22 (Figure 2) are placed through the apertures 16 to lock the two parts 10, 11 together. In the closed position the pedals cannot be moved relative to each other, or can be so moved only slightly, insufficient to enable the vehicle to be driven.

In use the underside of the lower part 11 would usually rest on the vehicle floor but this is not essential.

In the device of Figure 2 the upper part 10 includes a lug 22 which in the closed position extends into the slot 20 and engages the foot brake pedal arm 23 to apply the foot brake, thus preventing the vehicle from being pushed. This feature could be used also in the embodiments of Figure 1 and Figures 4 and 5.

It will be appreciated that because the pedal arm is disposed in the slot 20 the pedal cannot be moved in the direction of the arrow A and out of the device.

Engagement of the head 24 of the pedal with the side 11 a of the lower part 11 prevents relative rearward movement of the device along the pedal arm and withdrawal of the device from the pedals. This also applies to the clutch and accelerator pedals. In some cases where the pedal arms are not parallel and the slot bases 19a, 20a, 21a are in different planes engagement of the pedal arms with the bases and sides of the slots may be sufficient to prevent rearward withdrawal of the device from the pedals.

The corners of the slots could be rounded, for example as indicated at 25. It will be appreciated that the pedals are of the swing type, which extend rearwardly from a transverse pivot.

In the device of Figure 3 the slots 19, 20 are omitted and pegs 26,27,28 extend upwardly from surface 13. The clutch pedal arm in the closed position of the device is received between peg 26 and shoulder 29 on part 11 and the foot brake pedal arm is received between pegs 27,28. Similar pegs could replace slots in other embodiments.

In the device of Figure 4, generally similar to Figure 2, the upper part 10 is itself in two parts 30,31.

The part 30 is hinged to part 11 at hinge 12 and includes an aperture 32 through which extends a lug 33 fixed to the part 11 and carrying a hinge pin 34, parallel to hinge 12, which is connected to the part 31. Both the parts 30,31 have apertures for receiving padlock lugs 16,17. With this arrangement the parts 30,31 can be grasped respectively in the two hands of a user to be opened and closed; this may in some circumstances be of advantage.

In the device of Figure 5, generally similar to Figure 2, the lower part 11 is in two parts 40,41 connected by dovetail 42 and having a flat interface 43 which is inclined upwardly as it extends from one end of the device to the other. With this arrangement, the part 41 can be slid longitudinally relative to the part 40 to move the slots up or down in relation to the underside of the part 41. This may be useful in some circumstances. When a desired position has been reached, the parts 40,41 are secured together by grub screws 44 or other means extending through the bases of the slots so that in the closed position of the device and the padlocks in place the screws are inaccessible.

It will be appreciated that only one padlock could be used if desired.

Figure 7 shows a device which, instead of a padlock, has a latch 50 rotatable by the usual key inserted in a barrel lock 51 fixed to the part 10. In the locked position the latch 50 underlies a hooked end 52 of a tongue secured by pin 53 in part 11. This could be used in Figures 1 to 5.

Figure 6 shows a device including a body 59 having a curved recess 60 for receiving the steering column shown dotted at 61 and including an arm 62 having an aperture 63. The usual pedal bracket frame shown dotted at 64 is provided with an aperture and a padlock bar extends through the apertures to hold these parts together. A peg 65 may be provided to extend from the body 59 and the clutch pedal arm is, in use, located immediately to the right of the pin 65. The pedal arm engages the peg 65 to prevent undesired movement of the body 59 transversely of the pedal arm. In some cases the body 59 may be of size such that one end of the body 59 may be a push fit against the vehicle side wall 66.

In modified arrangements there are more pegs, or slots, to accommodate one or both of the foot brake and accelerator pedal arms. The device may be sized to rest on the floor but the two anchorages provided at 60-61 and 63-64 are sufficient to hold the device in place without engaging the vehicle floor.

In the embodiment of Figure 8, the slots 19,20,21 - are in use downwardly facing and the part 10 is formed from two parts 10a, lOb hinged at 75 so that in the closed position the part 10b can be close to one end of the slotted part 11 and receive apertured lug 72 secured by pin 73 in the part 11 and apertured to receive padlock 22 as above. The part 1 Oa is rotatable about vertical axis 71 on pin 70 received in part 11 so that the parts 10a, Ob can be rotated to an open position in which the device can be placed downwardly on to the three pedal arms. The device is provided with a carrying handle 74.

It will be appreciated that the devices can be made from a variety of materials, for example steel or plastics. It may be possible in some cases to make the device by injection moulding of plastics materials, for example the device of Figure 6.

It will be appreciated that the device suitably sized and shaped, can be used with vehicles other than cars, for example lorries.

It will also be appreciated that in some cases the device may be used to immobilise only one, or two, of the foot pedals. For example the device could have only one slot, arranged for receipt for example of the accelerator pedal arm to prevent depression of the accelerator pedal.

Referring to Figure 9 a device has a lower part 101 having a lower surface 100 shaped to conform to a vehicle floor and carries spaced pillars 107,108 extending slidably through upper clamp part 102 which is biassed upwardly by compression springs 109, 110 encircling the pillars, upward movement being limited by enlarged heads on the pillars. Two - rectangular section pillars 105,106 extend upwardly from part 101 and extend slidablythrough part 102 to guide same. Slots 111, 112 in the under face of part 102 are respectively for receiving the clutch pedal arm and the footbrake arm; slots 113 in the upper surface of parts 101 is for the accelerator pedal arm. The spacing, width, depth, and surface inclination can be varied to suit a particular make of vehicle.

When the upper part 102 is in a downward, pedalclamping position, padlocks can extend through apertures 103, 103a in guides 106, 105.ln the position shown, these apertures are hidden within part 102.

The upper part 102 can be depressed using arm 114.

The parts 101, 102 restrict relative movement of the pedals and the height of part 101 restricts downwards movement of the pedals.

The spring biassing of the upper part makes for ease of insertion of the unit over and under the pedals.

Figure 10 shows a device having a bottom part 120 which can slide within an upper part 121. The part 120 carries an upright pillar 122 including a top flange 123. The part 121 carries pillar 124 which slides against 122 and is biassed upwardly by compression springs 125 and 126, upward movement being limited by engagement of pillar 124 with flange 123. The upper part 121 carries arm 127 by which it can be depressed. Accelerator pedal slot 128 is formed in part 121 and pairs 129, 130 of lugs define clutch pedal arm and brake pedal arm slots, the arms being restricted as to sideways movement in the slots. Clamp member 131 is hinged to part 121 and includes element 132 for entering accelerator pedal slot 128 and apertures 133, which respectively receive pillars 122,124 and padlock pillars 135 fixed to part 121.Pillar 135 has padlock aperture 136 and pillars 122,124 have padlock apertures 137 which are aligned in the position shown. The padlocks must be removed to allow plate 131 to release the pedals.

To operate, hinge open plate 131, insert the unit underneath the pedal arms at the same time pressing down on the handling arm 127. When in position, release the arm 127 and drop the plate 131 over the pedal arms and insert the two padlocks respectively in apertures 137 and 136 which are positioned to give very little movement and the plate 131. Again, the height of the device and the size and positioning of the pedal arm slots can be varied to suit a particular vehicle.

In the arrangement of Figures 11 to 13, in which Figure 12 is a section on the line A-A of Figure 13 (with some parts displaced) which is an end view of part of Figure 11, the device is arranged when in use to be secured tote vehicle body.

An angled tube 140 is welded to the propeller shaft tunnel and hollow bosses 141, 142 are respectively welded to tube 140 and to the vehicle side panel. The main body 143 of the device has rotatably extending through it a locking bar 144 which protrudes from the part 143 by equal amounts at each end. The ends of the locking bar are releasably rotatably received in the bosses and when so mounted the bar cannot move axially. Plate 145 is hinged to body part 143 which provides slot 146 for receiving the pedal arm 147, 148, 149. The bosses 141, 142 each include inner stem 150 rotatable on stem 151 fixed to the boss.

Stem 150 includes radial slot 152 in recess 153. Each end of bar 144 includes a pin which removably enters slot 152. Arm 154 is fixed to bar 144 so that rotation of arm 154through 90" to the dotted position rotates stems 150 and locks the ends of the bar 144 into the bosses 141, 142.

One stem 150 carries lug 155 which is thus brought opposite stop lug 156 on the outer part of boss 142 so that the padlock can be engaged in apertures in parts 155, 156 (Figure 12). In this position the plate 145, block 159 and padlock prevent relative movement between the pedal arms.

A stop block 157 is optionally fixed to the vehicle floor to assist in preventing body 143 from rotating.

In the case in which the lug 156 is on the boss fixed to the propeller shaft tunnel, the plate 145 is hinged at the end nearer the side.

The plate 145 includes aperture 158 through which extend lugs 155,156 in the closed, padlocked, position. The plate 145 includes block 159 for engaging the accelerator pedal arm 149 in the closed position.

In the arrangement of Figure 14, an angled bush 160 is fixed to the propeller shaft tunnel, and bosses 161, 162 (Figures 18, 19) fixed to the bush 160 and the vehicle side panel 163. Each boss includes recess 164 leading to central axial recess 165. A main body part 166 for resting on the vehicle floor non-rotatably receives a square-section locking bar which is in two halves 167,168 having angled opposed end faces 169, 170. The round section outer ends of bars 167, 168 are received in the recesses 164. A boss 171 slidably receives an operating member 172 which is biassed upwardly by spring 173. The lower end of member 172 is shaped to abut the faces 169, 170. On pressing down the member 172 the bars 167,168 are moved apart and their outer ends enter into the recesses 165 to lock the unit to the vehicle.Member 172 has aperture 174 which in the down position is aligned with aperture 175 in boss 171 for receipt of a padlock. The whole unit is slid beneath the pedal arms (only one shown) which abutthe upper surface 176 and are thus rendered substantially immobile.

Figure 15 shows a similar arrangement but including a built-in lock 177 operable by a key and including locking element 178 engageable with member 172 in the down position.

The device of Figure 16 is generally similar to that of Figure 14 except that boss 161 is omitted and one end of body 166includestongue 180 which can engage beneath bar device 181 fixed to the vehicle floor. In this case only one half of the locking shaft is required.

The device of Figure 17 is similar to that of Figure 16 except that one end of body 166 is U-shaped to embrace the steering column 182 and includes two tongues 183, 184 which are removably received in brackets 185, 186 secured to the vehicle floor.

The device of Figures 20, 21 has an anchor plate 200 secured to the upwardly inclined bulkhead wall 201. Fixed to the plane 200 is a hollow boss 202 having a slot 203 with an enlarged central region 204. Tongues 205, 206 are fixed to the plate 200 and can enter apertures 207 in lower body part 208 which can slide in upper body part 209 biassed upwardly by compression springs 210, 211.

Figure 21 shows part 209 in its uppermost position. On depression of handle 212 the upper part 209 slides downwardly enabling the unit to be placed underthe pedal arms as seen in Figure 20, the tongues 205,206 entering the apertures 207. At the same time pins 213 on rod 214 enter slot 203, the rod 214 being received in enlarged portion 204. The rod 214 is rotatable in but cannot move downwardly in respect to a guide plate 215 fixed to the lower part 208. A bar 216 is fixed to the rod 214 and extends through the upper parts 209 and is received in an L-shaped slot 217 in the rear and front walls of the part 209. With the handle 212 down, the bar 216 is located in the horizontal part of the slot 217 thus allowing rotation of bar 216 and rod 214.The bar 216 can now be pulled sideways causing rod 214 to rotate through about 45" bringing the opposed pins 213 on rod 214 beneath the top wall of boss 202. The parts 208, 209 are then held against movement away from the bulkhead 201. Release of the handle 212 allows part 209 to move upwardly bringing pairs 219, 220 of retaining plates into place round the clutch and footbrake pedal arms. The accelerator pedal arm 221 is received in slot 222 and cannot be moved downwardly. In this position the arm 216 is located in the vertical part of slot 217 and rotation of rod 214 is prevented.

A plate 223 is fixed to the part 209 and to the handle 212 and slidably receives the rod 214. A key-operated lock 218 is mounted on the plate 223. In Figure 21 the lock is open and lock plate 224 fixed to plate 223 can move up and down, the uppermost position being determined by engagement of lock plate 224 with lock plate 225 which is fixed to bottom part 208 and extends slidably through a slot in the top of upper part 209. Lock plates 224,225 are respectively provided with slots 224a, 225a which in the position shown are aligned. Closing of the lock 218 causes the bifurcated arms 226 of the lock slide to move respectively into the slots 224a, 225a to lock the device in position.

A cover 230 can be provided for the working parts.

This is fixed to the plate 215 and the top of the lock plate 225. Figure 20 shows the device in locked condition.

It will be appreciated that in the embodiments of Figures 11, 14, 16, 17 the device is in use anchored at its ends to fixed parts of the vehicle, so that the device can be sized to the clear of the floor. Also, in the device of Figures 6, 11, 14, 16, the heads of the pedals may engage the upwardly facing surfaces such as surface 176. It will be appreciated that in the arrangement of Figures 6, 11, 14, 16 the pedals may initially be free of engagement with the device but engage same after a limited downward movement insufficient to enable the vehicle to be driven.

The devices have been described as used with swing-type pedals. It will be appreciated that the devices can be modified or adapted for use with pedals which move up and down and extend through apertures in the vehicle floor. For example the device may firmly grip and couple together two or more operating pedals.

It will be appreciated that the vehicle floor includes the upwardly inclined front portion where provided, which may also act as a bulkhead or barrier.

Claims (29)

1. Avehicle protection device comprising means cooperable with a vehicle pedal for limiting movement of the pedal relative to another such pedal, and adapted to cooperate with releasable means for holding said cooperable means in the movement limiting position.

2. A device as claimed in Claim 1, including said releasable means.

3. A device as claimed in Claim 1 or Claim 2, adapted to cooperate with two or more pedals to limit the movement of said two or more pedals relative to each other.

4. A device as claimed in any preceding claim, comprising two parts movable relative to one another between open and closed positions, the pedal or pedals being receivable between the parts in the open position and in the closed position the two parts limiting said movement.

5. A device as claimed in Claim 4, in which at least one of the two parts has one or more slots to receive respectively a pedal or pedals which are thus restricted against movement relative to the device transverse to the pedal or pedals.

6. A device as claimed in Claim 4, in which one of the parts is provided with one or more projections defining one or more recesses or channels within which the pedal or pedals can be received thus to restrict the pedal or pedals against movement relative to the device transverse to the respective pedal.

7. A device as claimed in Claim 4 or Claim 5 or Claim 6, in which the two parts are hinged together.

8. A device as claimed in any of Claims 4 to 7,in which one of the two parts comprises first and second elements connected together for relative movement to adjust the overall size of the device.

9. A device as claimed in any of Claims 4 to 8, in which one of the two parts comprises a formation engageable with the brake pedal arm in the closed position to apply the vehicle brake.

10. A device as claimed in any of Claims 4 to 9, in which one of the two parts comprises first and second members respectively hinged to the other of the two parts at opposite ends thereof.

11. A device as claimed in Claim 4 or Claim 5 or Claim 6, including spring means arranged to bias the two parts apart for receipt of the pedal or pedals between the parts.

12. A device as claimed in Claim 4 or Claim 5 or Claim 6, including spring means for biassing the cooperable means into engagement with the pedal or pedals.

13. A device as claimed in Claim 4 or Claim 5 or Claim 6, in which one part can rotate relative to the other about an axis which is upright in use.

14. A device as claimed in Claim 1 or Claim 2 or Claim 3, including a recess for receiving the vehicle steering column and including means enabling the device to be secured to another part of the vehicle to hold the device against movement relative to the vehicle.

15. A device as claimed in any of Claims 4 to 12, including means for locking the device to the vehicle.

16. A device as claimed in any of Claims 1 to 3, including means for locking the device to the vehicle.

17. A device as claimed in Claim 16, in which said locking means comprises means for locking the device between the vehicle propeller shaft tunnel and a sidewall.

18. A device as claimed in Claim 17, in which said locking means comprises an arm slidable between a first, un-locked, position and a second, locked, position to lock the device to the vehicle, the arm being adapted to be cooperable with releasable means in the second position.

19. A device as claimed in Claim 17, comprising parts biassed to a first position, said slidable arm being arranged to move the parts to a second position in which the parts lock the device to the vehicle.

20. A device as claimed in Claim 19, in which the parts comprise rods engageable in bosses secured to the vehicle.

21. A device as claimed in Claim 15 or Claim 16, in which the means for locking the device to a vehicle comprises a rod rotatable between a first position in which it holds the device to the vehicle and a second position in which it allows the device to be removed.

22. A device as claimed in Claim 21, in which ends of the rod are engageable with bosses secured to the vehicle.

23. A device as claimed in Claim 21 when appendantto Claim 16, including independently operable means for holding the locking means in locked condition on release of the releasable means.

24. A device as claimed in Claim 23, in which said independently operable means comprises an element engageable in a slot in said cooperable means.

25. A device as claimed in Claim 21, in which the rod is arranged to cooperate with a fitting secured to the vehicle.

26. A device as claimed in Claim 5, in which one of the parts is slidable within the other.

27. A device as claimed in any preceding claim, adapted to engage the vehicle floor.

28. A device as claimed in any of Claims 17 to 21, adapted to engage the pedals in the locked condition.

29. A vehicle protection device substantially as hereinbefore described with reference to and as illustrated in Figure 1, or Figure 2, or Figure 3, or Figure 4, or Figure 5, or Figure 6, or Figure 7, or Figure 8, or Figure 9, or Figure 10, or Figures 11 to 13, or Figure 14, or Figure 15, or Figure 16, or Figures 17 to 19, or Figures 20 and 21, of the accompanying drawings.