GB2141982A - Vehicle security device - Google Patents

Abstract

A security device for immobilising a control lever, such as a gear lever, of a vehicle wherein the control lever is in two parts 14, 15 hinged together by a hinge 16 allowing hinging at least in the direction of normal control movements, the lever including a locking member in the form of a sleeve 17 slideable between a position covering the hinge 16 to render it inoperable and a further position allowing hinging, the lever being lockable by a padlock 19 in the hinged down position, to prevent lever operation. <IMAGE>

Description

SPECIFICATION Motor vehicle security devices This invention relates to devices for providing security arrangements for unattended motor vehicles to guard against unauthorised tampering and theft of the vehicle.

It is common to provide a security device, in addition to the normal door and ignition locks. Such devices often, though not necessarily, include a key operable lock and require to be actuated as or before the vehicle is left unattended.

These devices may be arranged to immobilise the controls or some of them. In one such device a bar is connected between a foot pedal and the steering wheel, thus preventing normal operation of either of them. In another device, the gear lever or hand brake are rendered inoperable. In immobilising the gear lever it has been proposed to lock it in one position, being for example the neutral position.

While this is reasonably satisfactory, the lever can sometimes, despite the lock, be moved laterally and longitudinally of the vehicle and in the latter case this may be to a sufficient extent to permit engagement of at least one gear.

The object of the invention is to provide a security device which is arranged effectively to immobilise a control lever, particularly the gear lever or other selector lever of a vehicle.

According to the present invention there is provided a security device for immobilising a control lever of a vehicle, characterised in that the control lever has a hinge joint, allowing hinging between its two ends at least in the direction corresponding with normal movement for control selection and a locking member movable between a position allowing movement of the parts of the lever about said hinge joint and a further position in which the locking member locks the hinge joint, so that the lever is held in rigid condition and can be used for control purposes.

In one preferred form the locking member is a sleeve slideable between a released position and a locking position in which it encloses the hinge joint to prevent relative movement between the parts of the lever connected by said joint.

Conveniently the lever has means whereby it is connected to a control actuator part.

In another form the lever may have an actuator part formed integrally with one of the two parts of the lever connected by the said hinge joint.

Preferably the lever can be secured by a lock device with which it can engage when the free end has been moved, about said hinge joint, to a predetermined position. The lock device may be a key operable lock.

The invention will now be described by way of example with reference to the accompanying drawings in which: Figure 1 is a diagrammatic side view of the vehicle gear lever incorporating a security device constructed in accordance with the invention, Figure 2 shows the same lever with the device in a different position, Figure 3 shows the same lever in a further position and shown in locked condition, Figure 4 is a cross-section on the line 4-4 in Figure 3, and Figure 5 is a side view of an alternative form of the device constructed in accordance with the invention.

A gear lever for a conventional motor vehicle generally comprises a bar pivotally mounted in a housing and carrying at its free outer end a control knob. At the inner, usually lower, end the lever has an integrai actuator part which is arranged to engage selector mechanisms inside the gear box and whereby individual gear selection takes place. The lever may sometimes be positioned relatively remote from the gear box and in this case is connected to it through a linkage. In some gear boxes, particularly automatic gear boxes, the lever is capable only of movement in one plane, and this is usually in the direction of the length of the vehicle. However for a manual gear box it is usual to provide a gate or other socket arrangement whereby the lever is capable of moving laterally as well as longitudinally to enable different gears to be selected.

In some instances the gear lever may be moved against spring force either laterally or longitudinally and sometimes it is necessary to lift or depress the lever against spring action for example for the selection of reverse gear.

Again some levers have a catch near the knob which must be actuated through a sleeve or linkage to enable a particular gear, for instance reverse gear, to be selected.

The lever shown in Figures 1, 2, 3 and 4 has a control knob 70 at its outer end. At its inner end, which projects into the gear box, there is a pivot guide or bearing 11 and an actuator part 72 which is arranged to engage selector mechanisms within the gear box (not shown). A shroud surrounding the gear box is indicated generally at 1 3.

The lever is however formed in two parts 14, 1 5 connected by a hinge joint 1 6. This has a hinge pin of which the axis extends generally transverse of the vehicle so that pivotal movement is possible in a direction corresponding with the normal direction of movement of the lever during gear selection.

The hinge joint provides rigidity in the lateral direction which is not normally that associated with gear selection.

Slideably engaged on the parts 14, 1 5 of the lever is a sleeve 1 7 which may conveniently be externally knurled. The sleeve can be moved between a release position shown in Figure 1 in which it is engaged around the part 14 only of the lever. It can also however occupy the position shown in Figure 2 in which it embraces and encloses those portions of the two parts 14, 1 5 of the lever which are connected by the hinge joint 16. In this condition the lever can be used normally and remains rigid since the hinge joint is rendered inoperable. To retain the sleeve 1 7 in this position one or more spring detents (not illustrated) may be provided.Conveniently each of these is in the form of a spring-loaded ball mounted within the part 14 and/or the part 75 and arranged to engage within the sleeve.

The sleeve 1 7 cannot normally be removed from the lever since it will not pass over knob 10.

As shown in Figure 3, it is preferable that the outer part 74 of the lever should be retained in a locked position by means of a lock device. This includes a block 1 8 secured to the shroud 1 3 or other fixed part of the vehicle. To this is attached a key-operable lock 79. The version shown is a padlock, of which the hasp is welded at 20 to the block 18, but other lock forms may be used. When in use the lever part 14 is engaged in the hasp of the lock 1 9 and cannot therefore pivot beyond a very limited degree, and certainly insufficient to enable the part 15, and therefore the actuator part 72 of the lever to be moved to a position in which a gear can be selected.

The sleeve 1 7 has a length such that, when in the locked position, the distance between the lock hasp and the hinge joint 76 is insufficient to allow any significant movement of the lever in the gear selection direction, that is lengthwise of the part 14. The knob 10 prevents movement in the opposite direction. A casing 21, for example a plastics moulding, may encase the lock and this may itself provide the abutments for the knob 70 and for the end of the sleeve 1 7.

The part 1 5 of the lever which is below the hinge joint 1 6 must be short so that it is not possible for an unauthorised person to use this to manipulate the actuator part 72 to enable gear selection to take place. The size and shape of the parts 14, 75 of the lever are variable in accordance with the requirements of different vehicles. Furthermore, a different locking member in place of the sleeve 77 may be used, but this should shroud or otherwise render inoperable the hinge joint when the lever is to be used normally and should be free from the joint when the locking condition is to be taken up.

Referring to Figure 5 there is shown an alternative construction in which the lever has an outer part 14 similar to that in the Figures 1 to 4 construction. An inner or lower part 22 is also provided. At its upper end it has a portion terminating in an element of the hinge joint 1 6. The lower end is internally screwthreaded at 23. This is securable on to a screwed rod 24 which is provided with the integral actuator part, similar to that indicated at 1 2 in the Figures 1 to 4 construction. With this arrangement it is possible readily to convert existing gear levers by cutting off and threading the lower end portion and then securing the remaining parts 14 and 21 of the lever on to this.

The sleeve 1 7 is used in exactly the same way as that described in relation to Figures 1 to 4.

It is to be understood that the security device can be applied to a gear lever or to any other type of control lever capable of movement in a predetermined direction. The hinge joint is arranged to allow the two parts of the lever to move when in unlocked condition in said predetermined controlled direction.

Claims (7)

1. A security device for immobilising a control lever of a vehicle, characterised in that the control lever has a hinge joint, allowing hinging between its two ends at least in the direction corresponding with normal movement for control selection and a locking member movable between a position allowing movement of the parts of the lever about said hinge joint and a further position in which the locking member locks the hinge joint, so that the lever is held in rigid condition and can be used for control purposes.

2. A security device as claimed in claim 1 in which the locking member is a sleeve slideable between a released position and a locking position in which it encloses the hinge joint to prevent relative movement between the parts of the lever connected by the said joint.

3. A security device as claimed in either of claims 1 and 2 in which the lever has means whereby it is connected to a control actuator part.

4. A security device as claimed in either of claims 1 and 2 in which the lever has an actuator part formed integrally with one of the two parts of the lever connected by the said hinge joint.

5. A security device as claimed in any one of the preceding claims in which the lever can be secured by a lock device with which it can engage when the free end has been moved, about said hinge joint, to a predetermined position.

6. A security device as claimed in claim 5 wherein the lock device is a key operable lock.

7. A security device substantially as hereinbefore described with reference to and as shown in the accompanying drawings.