GB2193473A - Vehicle theft prevention system - Google Patents

Abstract

The system includes a central contactor unit which comprises a central arming point for the vehicle alarm. Once armed the system actuates (1) solenoid valves to shut off the fuel supply conduit and the air supply conduit to the engine (2) solenoid locks for the bonnet and boot, and the system prevents engine start-up by interrupting the current to the starter motor. A tilt switch is also armed which triggers an alarm under the vehicle bonnet and boot if removal of the wheels is attempted. Switches for the vehicle doors, bonnet, boot and electronic equipment within the vehicle (e.g. radio, cassette player) are provided which trigger the alarm on unauthorized entry/interference. The system is armed by removal of an internally wired plastic strip. For 8 diesel engined vehicle a relay/solenoid is provided for preventing fuel preheater operation.

Description

SPECIFICATION Electrical anti/vehicle theft system This Invention relates to an Electrical Anti/ Vehicle Theft System which can easily be installed in any Mechanically Propelled Vehicle fueled by Petrol or Diesel oil. The System can be installed by Manufacturers when carrying out the original Wiring during the course of Building the Vehicle or by any Electrically Competent Person when the completed Vehicle has left the Factory.

The Installation of this System will give complete Protection against any attempt to Steal the Vehicle, Luggage or Wheels by any Professional Car Thief and it will also ensure that Joy-Riding will become a thing of the Past.

One of the novelties of this Installation is that the System can be fully set and ready to give complete protection by merely removing a Plastic Strip from the specially designed Contactor Panel.

According to the present Invention, a specially designed Contactor Panel is provided and from this Panel a series of Circuits are taken to Relays, Solenoid Valves, Solenoid Locks, Over-Riding Switches, Bonnet and Boot Switches, Ignition Switch, Cam aperated Distributor Points (Pre-Heater Elements where required) and Designed Tilt Switch as shown on Drawing 8/12 Figure 6 and Drawing 9/12 Figure 6A.

Where the Vehicle is fueled by Diesel Oil, the Ignition Circuit does not apply and therefore a Circuit is taken from the Panel to a Relay Controlling the Electrical Feed to the vehicle Pre-Heater Elements, as shown on Drawing 12/12 Figures 6B and 7B.

The System will now be described by way of example with reference to the accompanying Drawings. Figure 1 shows the Design and Operation of the specially made Contactor Panel with Contacts in Open and Closed positions to suit normal working conditions of Vehicle.

Figure 2 illustrates the difference in Contact positions showing Open and Closed Contacts to suit System Set conditions.

Figure 1/12 Drawing 3/12 shows Panel Cabinet fitted with four Spring Loaded Covers 3E-4E-3F-4F in open positions allowing access to slotted openings 3B-4B-3C-4C.

Figure 1/2A Drawing 4/12 shows Panel Cabinet with closed fitted Door and Lock and also with Covers 3E-4E-3F-4F in closed positions concealing Slots 3B-4B-3C-4C.

Figure 3 Drawing 5/12 illustrates type of Plastic Strips with and without internally wired Contact Pins. These are to be used in conjunction with Contactor Panel Figure 1 Drawing 1/12 and Figure 2 Drawing 2/12.

Figure 4 Drawing 6/12 shows Designed Tilt Switch to operate Alarm Sirens through Relay and Timer Figure 5 Drawing 7/12.

Figure 5 Drawing 7/12 shows Circuit Cables feeding Circular Contact of Tilt Switch 30A operating Relay 30B and Bi-Metal Strip Timer 30C.

Figure 6 and 6A Drawing 8/12 and 9/12 shows all Circuit Cables from Special Contactor Panel to various Units with Contacts in normal Vehicle working conditions.

Figure 7 and 7A Drawings 10/12 and 11/12 shows all Circuit Cables from Special Contactor Panel to various Units under Anti Theft System set conditions and also shows difference in Contact positions at this time.

Figure 8B Drawing 12/12 shows a Relay in closed position controlling Pre-Heater Elements for Diesel fueled Vehicles under normal working conditions.

Figure 9B Drawing 12/12 shows the same Relay in open position therefore preventing the Pre-Heater Oil Elements from operating during Anti-Theft System set conditions. To understand and follow the Operation of the Specially Designed Contactor shown on Figure 1 Drawing 1/12, it is necessary to describe the Component Parts that are internally fitted in this Unit. We begin as follows A soft Iron Metal Rod which is completely insulated and is slotted at both ends to approximately 1" to 14" in length is fitted into the Cabinet Unit and held in position by two flat pieces of Metal Nos 28 and 2C. On this Metal Rod there are mounted seven Contacts which are adjustable namely 6A-6B-7A-7B-8A9A and 10A. There is also an Electro Magnet No 2 which is shown on Drawing 1/12 which can be energized by pressing Push No.1.

When this Magnet becomes energized, it attracts the Metal Rod and lifts the Rod and the Contacts from their positions. At this stage, I would mention that there is also a Heavy Metal Boss Number 11 also mounted on the Rod which plays a most important part in this System.

There are five Contacts mounted on the lefthand side of the Cabinet. The numbers of which are 6C-7C-8B-9B and 10B. There are also five Contacts on the right-hand side of the Cabinet numbering 6-7-8-9 and 10. There are also four other Contacts namely 3A-4A-3 and 4 mounted at the back of the Cabinet and in line with the Slots 5L and 5M. There are also two five-way Sockets Nos. 5A and 5 also mounted on the back of the Cabinet and in line with the Centre Slot No. 5M. The three Slots Nos. 5L-5M and 5N have been specially cut into the Wall of the Cabinet to allow insertion of Plastic Strips as illustrated on Figure 3 Drawing 5/12. There are also four Slots cut in the sides of the Cabinet.On the right-hand side there are two Slots 4B and 4C and on the left-hand side there are two Slots 3B and 3C.

Through the Slots, Metal Pins have been connected to the movable Parts of Contacts 4A-4-3A and 3 and the Pins protrude through the Slots so that they can be moved up or down when necessary.

Contact 4A is a normally Open Contact and Contact 3A is a normally Closed Contact. To put these in their correct position for normal running of the Vehicle, you lift the Pins in Slot 4B and Slot 3B and then insert a Plastic Strip No. 5E as shown on Figure 3 Drawing 5/12.

When the Plastic Strip has been inserted, it will hold Contact 4A in the Open position and it will hold Contact 3A in the Closed position.

The same System applies to Contacts No. 4 and 3. To set these in position, you lift the Pins in Slot 4C and 3C and then insert a Plastic Strip No. 5F as shown on Figure 3 Drawing 5/12. When this is done, the Plastic Strip will again hold No. 4 Contact Open and No. 3 Contact closed.

To set the System into the normal working position, Push Button No. 1 is pressed which will energize Solenoid No. 2, which in turn attracts Metal Rod No. 2A. This in turn lifts Boss No. 11 and Rod of course, and also raises the Contacts from their positions and at that stage, Plastic Strip No. 5B is inserted into the Centre Slot 5M. Its Pins make contact with Sockets 5A and 5. When the Plastic Strip is inserted, you release the Push Button No. 1 and the Boss, and the Rod drops back into position, the Boss being held by the Plastic Strip and the following Contacts are then made as shown on Figure 1 Drawing 1/12.

They are as follows Contacts 6C and 6 are Opened, Contacts 7 and 7C are Opened, Contacts 8B and 8 are Closed. Contacts 9B and 9 are closed- and Contacts 10B and 10 are Closed. At this stage, the Vehicle can then be started and driven in the normal manner. There is also shown on this Drawing, an Indicator Lamp No.

13. Its use will be explained on the next Drawing No. 2/12 Figure 2.

With reference to Figure 2 Drawing 2/12, this shows the Contactor in the Anti/Theft Set condition, which means that the Car or Vehicle cannot be started or driven at all by any person unless they have the use of Plastic Strip No. 5B and also would know how to operate the System.

As you can see now, the Heavy Boss No.

11 is beneath the Centre Slot 5M and this has been caused by withdrawing the Plastic Strip No. 5B and replacing same with Plastic Strip No. 5C as shown on Figure 3 Drawing 5/12.

This Plastic Strip you might notice has no Pins whatsoever. The new positions of the Con tacts now made to suit System Set conditions are as follows 6C and 6 are Closed by Contacts 6A, 7C and 7 are Closed by Contacts 7A. Contacts 8B and 8 are Open. Contacts 9B and 9 are Open and Contacts 10B and 10 are Open.

The Plastic Strip No. 5C being inserted into the Centre Slot 5M is now holding the Heavy Metal Boss No. 11 in a very Secure position and this Boss cannot be raised even if you did press Push Button No. 1 to energize Solenoid No. 2.

As an extra Precaution, the Plastic Strip in Slot 5L and in Slot 5N have been removed and reinserted in both cases which immediately caused Contact 4A to Close, Contact 3A to Open, Contact 4 to Close and Contact 3 to Open and they will remain in that position until those two Plastic Strips have been withdrawn and the four Pins that are in the Slots 4B-4C3B and 3C have been raised up to allow the Plastic Strips to be reinserted for normal working conditions. If this is done, the Vehicle cannot start or move. The engine will not fire and the System is Set. All this will be explained in detail later in the Specification with reference to Drawing 8/12 Figure 6 and 9/12 Figure 6A, also Drawing 10/12 Figure 7 and 11/12 Figure 7A.

With reference to the Indicator Lamp. If either Plastic Strips from Slot No. 5L or Slot No. 5N are removed, this Indicator Lamp will light and will stay lighting until these Contacts are reset.

With reference to Drawing 3/12 Figure 1/2.

This Drawing shows the Cabinet with four Spring Loaded Covers namely 3E-4E-3F and 4F in the Open position which allows access to the Slotted Openings 3B-4B-3C and 4C.

This will allow Contacts 3A-4A-3 and 4 to be reset. When resetting has been completed, the Spring Loaded Covers will revert back into the position shown on Figure 1/2A Drawing 4/12.

With reference to Drawing 4/12 Figure 1/2A. This shows the Cabinet with a completely fitted door which is now closed and it also has its own Lock and also shows positions of the Covers 3E-4E-3F and 4F which are now concealing the Slots and will look quite innocent. The completed Cabinet can then be mounted in any part of the Car or Vehicle as the Owner requires.

With reference to Drawing 6/12 Figure 4.

This Drawing illustrates a Specially Designed Tilt Switch. A Copper Rod No. 30E is fitted on the Cabinet Floor and suspended over this Rod there is a Circular-Copper Strip No. 30A.

The Circular Strip is held in position by two pieces of Semi Flexible Cable No. 30K. There is also an Indicator Lamp No. 30F which illuminates only if Circular Contact 30A makes Contact with the Rod 30E.

The Cabinet 30J is suspended on a Semi Stiff Flexible Conduit No. 30H. The Conduit can be bent to any required position to suit the slant of the Road when parking the Car, therefore ensuring that the Circular Copper No.

30A is not making Contact with the Rod 30E and is not Lighting the Indicator Lamp No.

30F.

When the Vehicle has been parked and the Anti/Theft System is in the Set position, the Indicator Lamp will show if contact is being made between 30A and 30E. If the Lamp is Lighting the Flexible Conduit can then be bent to whatever position is required to put the Light out. When this is done, Switch No. 30G is then closed to complete the Circle to the Alarm Sirens.

When this is completed, the Car Wheels cannot be removed without the Tilt Switch making contact and setting off the Sirens.

However, the Circular Strip 30A will not make Contact with the Rod 30E unless there is a deliberate attempt to lift the Car for the purpose of Stealing the Wheels. Therefore the chances of a False Alarm are very remote.

With reference to Drawing 7/12 Figure 5.

This Drawing illustrates the Circled and Cable connections between the Tilt Switch Contacts No. 30A and 30E as described on Figure 4 Drawing 6/12 and the Contacts of Relay 308 and Timer 30C.

When Contact 30A is made with Contact 30E with Switch 30G Closed and in System Set conditions, Relay Solenoid 30B is energized and Contacts 30P and 30M are Closed by Contact 30R and will be held Closed even though Contacts 30A and 30E are Open again. Contacts 30P and 30M will then feed the Alarm Sirens through Contacts 30T and 30L of Timer 30C. The Sirens will then keep Sounding for 30 second periods until the Special Contactor S.D.C. Figure 2 Drawing 2/12 has been reset to normal working conditions.

The Alarm Sirens referred to in Drawing 7/12 Figure 5 are installed in two seperate positions. One is installed under the Bonnet of the Vehicle and the other is installed in the Boot of the Vehicle.

A description of these and whathappens will be described later in the Specification.

With reference to Drawing 5/12 Figure 3.

This Drawing shows a set of Seven Black Plastic Strips which are used in conjunction with the Special Contactor Panel shown on Drawing 1/12 Figure 1 and Drawing 2/12 Figure 2. As an example.

Three of these Plastic Strips namely 5H-5K and 5B have been internally wired and connected between their Contact Pins on each end of the Strip to suit three seperate Vehicle Installations. The correct Plastic Strip in this instance is No. 5B and you will notice that the two end Pins on the right-hand side and the left-hand side of Strip have been shorted out by means of the Internal Wiring of Strip.

When this Strip is then inserted into the Centre Slot No. 5M of the Special Contactor, the two Pins will then make Contact with the two end Pins of Sockets 5 and 5A in the Special Contactor and will Close the required Circuit for normal running as shown on Drawing 11/12 Figure 1.

If one of the other Strips namely 5H or 5K are inserted in Slot 5M, they will immediately Set off the Alarm Sirens if the Anti/Theft System is in Set position because their Contact Pins are internally connected in a different sequence and will short between the remaining four internally connected Socket Contacts on each of Sockets 5A and 5 of the Special Contactor as shown on Drawing 2/12 Figure 2.

It is of great importance at this stage, to point out that a far greater amount of different combination Plastic Contact Strips can be obtained by increasing the amount of Socket Contacts and Plastic Contact Pins and by altering the Internal Wiring Connections of these Pins and Sockets.

The remaining three Plastic Strips namely 5E-5F and 5C do not require Contact Pins and are used as described already in the Specification leaving one Strip as a spare for example.

Plastic Strips 5E and 5F are inserted into the Slotted Openings 5L and 5N of the Special Contactor. Plastic Strip 5C is inserted into the Centred Slotted Opening 5M of the Special Contactor when the Anti/Theft System is in the act of being Set. This Plastic Strip holds the Metal Boss down and also the Contacts in the required positions as shown in Drawing 2/12.

With reference to Drawing 8/12 Figure 6 and 9/12 Figure 6A. Both of these Drawings together show the Circuit Cables and Connections and Specially Designed Contactor Contacts in positions for normally working conditions of Vehicle and assuming that the correct Plastic Strips are inserted into their respective Slots in the Specially Designed Contactor (hereinafter to be referred to as S.D.C.).

The System is described as follows One pair of Cables are taken from Contacts 6C and 6 of the S.D.C. through two 4 Pole changeover Over-riding Switches Nos. 14-15 and then connected in parallel to terminals of Cam Operated Ignition Points 16 in Distributor as shown on Drawing 8/12 Figure 6. As S.D.C. Contacts 6C and 6 are Open and Top Contacts of Over-riding Switches 14-15 are Open, the Ignition System will operate in a normal manner.

There is also a normally Closed Relay 1 6A mounted on or near Distributor under Vehicle Bonnet and connected in parallel with the same Ignition Points terminals 16 as shown on Drawing 9/12 Figure 6A.

The Solenoid Coil of this Relay 16A is connected through an Over-riding Switch 16B to Contact 8B and 9 of the S.D.C., again as shown on Drawing 9/12 Figure 6A. When Contacts 8B and 9 of the S.D.C. are Closed, this Relay Solenoid Coil is energized and Opens Relay Contacts, allowing interruption of current through primary winding of Coil Ignition Unit 17 to continue by mechanical use of Cam Operated Ignition Points 16 and therefore inducing high tension current into the secondary winding 18 of Coil Ignition Unit as shown on Drawings 9/12 Figure 6A and 8/12 Figure 6.

Contact 6 of S.D.C. is also connected to lower terminal of normally Closed Contact 4A and also to one terminal of Indicator Lamp 13.

The other terminal of Indicator Lamp is connected to Car framework. Contact 6C of S.D.C. is also connected to top terminal of normally Closed Contact 4A as shown on Drawing 8/12 Figure 6.

As Plastic Strip 5E is presumed to be inserted in correct Slotted Opening 5L of the S.D.C., this will hold Contact 4A Open and Contact 3A Closed of the S.D.C. as shown on Drawing 1/12 Figure 1.

With reference to adjustable Vertical Contacts 6B and 7B of the S.D.C. Drawings 8/12 Figure 6 and 10/12 Figure 7. These Contacts only come into play when energizing Solenoid Coil of S.D.C., Electro Magnet 2. When this act is being performed Contact 6B will Close Contacts 6C and 6 and Contact 7B will Close Contacts 7C and 7.

This is designed in order to prevent any attempt to start Vehicle by deliberately keeping this Solenoid energized by means of Push Button 1., and trying to start the engine by this procedure and without the use of the proper Plastic Strip. Contact 7C is connected to positive terminal of Battery 22 and is also connected to the 4 shorted terminals of Socket 5A in the S.D.C. Contact 7 is connected to one side of normally Closed Door Switches 25-26-27-28-29-30 and Key Operated Driving Door Switch 31 and is also connected to terminal 30P of Relay 30B as shown on Drawing 8/12 Figure 6. Contact 7 is also connected to Circular Tilt Switch Contact 30A as shown on Drawings 8/12 Figure 6 and 7/12 Figure 5.

Contacts 88 and 8 of the S.D.C. which are shown in the Closed position are connected as follows Contact 8 is connected to Vehicle frame, Contact 88 is connected to lower terminal of Contact No. 3, which is shown in Closed position due to the Insertion of Plastic Strip 5F into Slotted Opening 5N of the S.D.C. Top terminal of Contact 3 is connected to top terminal of Contact 3A which is also held closed by insertion of Plastic Strip into Slotted Opening 5L of the S.D.C.

Bottom terminal of Contact 3A is connected to single terminal of Socket 5A and with Plastic Strip 5B inserted in Centre Slotted Opening 5M, this terminal of Contact 3A will be connected to the single terminal of Socket 5 through the Internal Wiring of Plastic Strip 5B.

The Single terminal of Socket 5 is connected through Closed bottom Contacts of changeover Switches 14 and 15 and then to one side of Solenoid Coil 20 of normally Open Relay 20A.

This Relay is installed under Bonnet near Starter Motor to control starting of Vehicle engine. The other side of Solenoid Coil 20 of Relay 20A is connected to Relay terminal 208 and also terminal 19A of Vehicle Ignition Switch 19.

The second terminal 20C of Relay 20A is connected to the internal Solenoid terminal of Starter Motor 21 and Plastic Strip 5B has been inserted in Slotted Opening 5M of the S.D.C. and has Closed both single Contacts of Sockets 5 and 5A through its own internal wiring allowing the Circuit to continue through the Closed Contacts of changeover Switches 14 and 15. This procedure will allow Vehicle Ignition Switch 19 to energize Solenoid Coil of normally Open Relay 28 and Close Relay Contacts 20C and 20B, thereby feeding Solenoid terminal of Vehicle Starter Motor 21 and allowing this Starter Motor to revolve and start the engine.

If Plastic Strip 5B was removed from Slotted Opening 5M, Relay Contacts 20B and 20C would remain Open and the engine could not be started until Plastic Strip 5B was reinserted in the correct manner as already described on Drawing 1/12 Figure 1.

The changeover Switches 14 and 15 are of major importance because either one of them if Opened would prevent Relay 20A from Closing Contacts 20C and 20B, even if Plastic Strip 5B was correctly inserted in Slotted Opening 5M. These two changeover Switches can be wired and installed in any secret position in the Vehicle which the owner requirgs.

This fact alone would make it extremely difficult to steal the Vehicle. In fact, a Professional Car Thief who perhaps had this System installed in his Car with a view to inspect and familiarise himself with the operation of the system, would have no chance of stealing another Vehicle with the same system installed because he would not know where these changeover Switches were placed and this is only one small part of the whole Anti/ Theft System.

The Operation of the Normally Closed -Door and Cassette Radio Switches 25-26-27-28 and the Boot and Bonnet Switches 29-30 and the Driving Door Switch 31 which are connected to Contact 7 of the S.D.C. and are also connected in parallel wlth Tilt Switch Circular Copper Contact 30A and Relay 30B through Timers 30C and 31A will be explained in detail with reference to Drawing 10/12 Figure 7 later in the Specification.

It should also be noted that to energize the Solenoid of Electro Magnet 2 on the S.D.C.

the Vehicle Ignition Switch 19 must be switched on and the Over-riding Switch IA Closed and Push Button No. 1 Closed, as shown on Drawing 8/12 Figure 6.

With reference to Orawing 9/12 Figure 6A.

It should be noted that Contacts 8A-8-8B of the S.D.C. are reproduced on this Drawing to facilitate easier reading of the remaining Circuits and Units incorporated in the System.

It is again assumed in this Drawing 9/12 Figure 6A that all Plastic Strips have been in serted in the correct Slotted Openings in the S.D.C. and in the correct procedure to suit normal working of the Vehicle.

Contacts 8B and 8 are still Closed by Contact 8A and remaining Circuits and Units are described as follows and, note that Ignition Switch 19 is Closed.

Contact 8B is connected to the normally Closed Solenoid Spring Loaded Locking Unit Nos. 33-33D-33B-33C which are mounted under Vehicle Bonnet. This Unit is fitted with operating Switch 33A and Indicator Lamp 34A and are both fitted inside the Vehicle in required positions.

The normally Closed Solenoid Spring Operated Bolt 33D and Unit 33 are mounted on top of engine in rigid positions. A Metal Ring 33B is fitted to underside of Bonnet in line with Bolt 33D and Metal Receiver 33C is also mounted in line with Metal Ring 33B and Bolt 33D.

When Solenoid Unit 33 is de-energized the Bolt 33D will spring forward through Metal Ring 33B and enter Receiver 33C, keeping the Vehicle Bonnet securely locked, as shown on Drawing 11/12 Figure 7A.

On this Drawing 9/12 Figure 6A, the Solenoid Unit 33 has been energized by Closing Contacts of Switch 33A and therefore the Bolt 33D has been withdrawn from Receiver 33C and Metal Ring 33B. This allows Vehicle Bonnet to be opened in the normal manner and Indicator Lamp 34A signifies this procedure.

Contact 8B of the S.D.C. is also connected to a second locking Unit similar to the one already shown. This Unit is installed in Vehicle Boot, Unit numbers are 35C-35-34B-35B-35A34 and will operate in exactly the same manner as the Bonnet Unit and will give complete protection for Luggage or Goods kept in this Compartment.

Contact 8B is alsq connected to one end of Relay Solenoid Coil 16E through Over-riding Switch 16B. The Contacts 16C-16P of this Relay 1 6A are connected in parallel with the terminals of the Cam Operated Ignition Points 16 and the other end of Solenoid Coil 1 6E is connected to Contact 9 in the S.D.C. as shown on Drawing 9/12 Figure 6A.

Contacts 8B and 8 are Closed by Contact 8A and Contacts 9B and 9 are closed by Contact 9A, and with Over-riding Switch 16B in Closed position, Solenoid 16E becomes energized and Opens Relay Contacts 16C and 16P which allows normal operation of Cam Operated Ignition Points 16. Vehicle Ignition Switch 19 must be Closed at this time to obtain this result.

Contacts 9B-10B are connected to positive terminal of Battery 22 through Ignition Switch 19. Contacts 9-10 are connected respectively to one each end of Solenoid Valves 32 and 32A i.e. Contact 9-32, Contact 10-32A.

The other ends of Solenoid Valves 32 and 32A are connected to Vehicle frame. Both of these Solenoid Valves are normally Closed and can only be opened by energizing their respective Solenoid Coils.

One Solenoid Valve is inserted in the Fuel Feed Pipe Supply to the engine. Second Solenoid Valve is inserted into the Air Supply Pipe.

As both of these Valves are normally Closed, no Fuel or Air can be fed to the engine without the Solenoid Coils being energized and the Valves Opened.

With reference to Drawing 9/12 Figure 6A.

This Drawing shows Contacts 10B-10 Closed by Contact 10A and Contacts 9B-9 Closed by Contact 9A and with Ignition Switch 19 in Closed position, both Solenoid Coils are energized and therefore both Valves are Open to allow Passage of Fuel and Air for normal working of Vehicle.

The further operation of these various Units will be described with reference to Drawing 11/12 Figure 7A later in the Specification.

With reference to Drawing 12/12 Figure 8B.

This Drawing illustrates the Installation of a normally Open Relay which will be used in conjunction with a Vehicle Fueled by Diesel Oil.

Relay Solenoid Coil 98B has its ends connected as follows End 98G is connected to Contact 8B and end 98H is connected through Over-riding Switch 98J to Contact 9 of S.D.C.

Relay Contact 98 is connected to Diesel Oil Pre-Heater Elements.

Relay Contact 98C is connected to one side of Over-riding Pre-Heater Switch 98E.

The other side of Switch 98E is connected to one side of Vehicle Switch 19.

With Vehicle Switch 19 Closed and Overriding Switch 98E also Closed, current will flow to Relay Contact 98C and across to Relay Contact 98 and then to the Pre-Heater Elements, Solenoid Switch 98J is also Closed and as the Solenoid ends 98G and 98H are connected-to Contacts 8B and 9 of the S.D.C., the Vehicle Diesel System will operate in a normal manner.

With reference to Drawing 10/12 Figure 7 and 11/12 Figure 7A. Both of these Drawings now illustrate the difference in S.D.C. Contact positions and Units when the Anti/Theft System is in a Set position caused by re-adjusting the Plastic Strips.

These changes take place by removing Plastic Strip 5B from Centre Slot 5M in the S.D.C.

and replacing same with Plastic Strip 5C.

Also, removing Plastic Strips 5E and 5F from their respective Slots 5L and 5N and reinserting same as described earlier in this Specification with reference to Drawings 1/12 Figure 1 and 2/12 Figure 2.

The changes in Contact positions and the effect on the operation of the Vehicle are described as follows When Plastic Strip 5B is removed from Centre Slot 5M in the S.D.C., the heavy Metal Boss 11 and Metal Rod 2A drop down from normal working Contact positions, Opening some Contacts and Closing others which has the effect of converting the Anti/Theft Installation to System Set position.

The Heavy Metal Boss 11 has now dropped below the Centre Slot 5M and is held down by inserting Plastic Strip 5C and as Plastic Strips 5E and 5F have been reinserted, the following changes take place.

Contacts 6C and 6 are now Closed by Contact 6A.

Contacts 7C and 7 are now Closed by Contact 7A.

Contacts 8B and 8 are now Opened.

Contacts 9B and 9 are now Opened.

Contacts 10B and 10 are now Opened.

Contacts 3A and 3 are now Opened and held.

Contacts 4A and 4 are now Closed and held.

Connection between Single Contact termi nals of Sockets 5A and 5 has now been broken by removal of Plastic Strip 5B which was referred to on Drawing 5/12 Figure 3.

Due to Contacts 6C and 6 being now Closed, the Cam Operated Ignition Points 16 which are connected in parallel with these Contacts are shorted and therefore no inter ruption of current through the primary winding 17 of Coil Ignition Unit will take place, which prevents any high tension current from being induced into the secondary winding 18 of Coil Ignition Unit and therefore the Vehicle Spark Plugs will not Arc or Spark and cannot ignite the Petrol Vapour and therefore the engine will not start.

Contacts 7C and 7 being now Closed, cur rent will flow from Contact 7C (which is connected directly to positive terminal of Battery 22) to Contact 7, which will feed the Door, Boot, Bonnet and Radio Cassette Switches Nos. 25-31 and Circular Tilt Switch Contact 30A. Any one of these Switches will now be capable of setting off both Alarm Sirens if interference is carried out by any unauthorised person i.e. attempting to open Vehicle Doors, Boot, Bonnet or attempting to steal Vehicle Wheels or Radio Cassette.

Contacts 8B and 8 being now Opened, will prevent Contact 8 from acting as an earth return and therefore all Solenoids relying on Closed Contact between 8B and 8 to com plete their operation, will not function and the following details will show the results of this malfunction.

One end of Solenoid 20 which operates nor mally Open Relay 20A is fed from Vehicle Ignition Switch Contact 19A. The other end of this Solenoid is connected through changeover Switches 14 and 15 to Single Contact termi nal of Socket 5 and through Plastic Strip 5B (when inserted) to Single Contact terminal of Socket 5A. This Circuit is then continued through Contacts 3A and 3 (when Closed) and terminating in Contact 8B. This Solenoid 20 can only be energized if Contacts 8B and 8 are Closed as already described reference Drawing 8/12 Figure 6.

As Contact 8B and 8 are now Dpen as shown on this Drawing 10/12 Figure 7, the Solenoid Coil 20 cannot be energized and its Relay Contacts 20C and 20B will not Close, therefore Vehicle Start Motor 21, which is connected to Relay Contact 20C, will not be fed and cannot revolve to start engine.

Again, with reference to Drawing 10/12 Figure 7, you can see that Contacts 3A and 3 of the S.D.C. have also been Opened and therefore the Circuit cannot achieve continuity through these Contacts 20B and 20C from Closing, due to Solenoid 20 not being energized.

As a further precaution, changeover Switches 14 and 15 are also Opened in this Starter Circuit and once again, Solenoid 20 cannot be energized or Relay Contacts 20C and 20B Closed. Both of these Switches can be wired and installed in any required position in Vehicle.

With reference to the four looped terminals in each of Sockets 5A and 5 in the S.D.C., terminal 5A is connected to Contact 7C and terminal 5 to Alarm Sirens 24 and 24A through Timer 30C. These Socket Contacts will act as if a Switch were Closed, if a wrong Plastic Strip (i.e. 5H or 5K reference Figure 3 Drawing 5/12) is inserted in Centre Slotted Opening 5M and will immediately sound both Alarm Sirens which are installed in Boot and under Bonnet and therefore preventing interchanging of any Plastic Strips.

The System will operate correctly only be insertion of the Plastic Strip supplied with the Installation. These Strips will be made and internally wired to suit each separate Installation and no two Contact Pin Connections will be alike.

With reference to the normally Closed inset Switches Nos. 25-30 as shown on Drawing 10/12 Figure 7. These Switches will be fitted to Car Doors, Radio Cassette position, Boot and under Bonnet. The 4 Pole Contact Key Switch 31 will be fitted on outside of Drivers Door to allow entrance when required.

When Anti/Theft System is in Set position as shown on this Drawing 10/12 Figure 7, all Vehicle Doors, Boot and Bonnet must be Closed so that all Switches will be in Open Contact positions to prevent current passing to Alarm Sirens.

This Circuit is wired in a parallel System and not in series to suit the operation of the Designed Tilt Switch 30A which prevents Stealing of Vehicle Wheels, as already described reference Drawing 6/12 Figure 4.

When Vehicle Driver has set the System to operate and having checked position of Tilt Switch Circular Contact by means of Indicator Lamp 30F reference Drawing 6/12 Figure 4, he then places Key in Key Switch 31 and Switches on to Close the two bottom Switch Contacts. He then has 30 seconds to raise Window Open and Close Driving Door and reset Key Switch, otherwise, the normally Open Timer Contacts 31A will Close and sound Alarm Sirens.

On re-entering the Vehicle, the procedure is reversed and the same 30 second period will apply. Any unauthorised attempt without correct Key will result in sounding Alarm Sirens and will continue to do so until System is reset in the S.D.C.

With reference to Drawing 11/12 Figure 7A. You will see that again this Drawing reproduces Contacts 8B and 8 and Contact 8A of the S.D.C. for the same reason as already described reference Drawing 10/12 Figure 7.

Contacts 8B and 8 are Open as shown.

Contacts 9B and 9 are Open and Contacts of Over-riding Switch 16B are Open.

Normally Closed Relay 1 6A is wired in parallel with Ignition Points 16 and, as one end of its Solenoid 16 E is connected to Contact 8B through Switch 16B and the other end of Solenoid 16E is connected to Contact 9, the Solenoid cannot be energized and therefore its Relay Contacts 16C and 16P will remain Closed therefore preventing any interruption of current through primary winding of Coil Ignition Unit and, once again, no high tension current will flow through Coil Ignition secondary winding with the same result as described reference Drawing 10/12 Figure 7.

Boot and Bonnet normally Closed Solenoid operated Locking Units 33 and 35 are connected to Contacts 8B and 9B through Overriding Switches 33A and 35A. The Solenoid Coils of these Units cannot be energized because these Contacts are Open as shown reference 11/12 Figure 7A and therefore the Bolts cannot be withdrawn and the Boot and Bonnet will remain locked until Contacts 8B and 8 are Closed by resetting of the S.D.C.

The Over-riding Switches 33A and 35A will also have to be Closed to Open either Boot or Bonnet.

Again, with reference to Drawing 11/12 Figure 7A. There is a normally Closed Solenoid Valve 32 inserted in Petrol or Diesel Fuel supply Pipe. One end of the Solenoid Coil is connected to Contact 9 of the S.D.C. and the other end of this Solenoid is connected to Vehicle frame acting as an earth return. Due to Contacts 9B and 9 being in the Open position, the Solenoid Coil cannot be energized because no current can pass between 9B and 9 and therefore the normally Closed Valve will remain Closed. No Fuel can then reach the engine mechanical system and the Vehicle will not start.

There is a similar Solenoid Valve 32A inserted into the Air Intake Pipe. One end of its Solenoid is connected to Contact 10 of the S.D.C. and the other end is connected to Vehicle frame as before. Contacts 10 and 10B of the S.D.C. are also Open and prevents the Solenoid Coil from being energized which in turn keeps the Valve Closed. Therefore, no Air supply will reach the engine and the engine cannot start.

Both of these Solenoid Valves have Overriding Switches 32B and 32C wired into their Circuits and as before, they can be fitted in any secret position in Vehicle as agreed with Vehicle Owner. As already mentioned, the fact that these Switches can be fitted in different positions in each Vehicle will make it almost impossible for the Vehicle to be Stolen.

With reference to Drawing 12/12 Figures 8B and 8B. It should be noted that all Circuits with the exception of the Ignition Circuit, as detailed on all Orawings, will apply to Vehicles fueled by Diesel Oil.

As an alternative to the Ignition Circuit, a Diesel Oil Pre-Heater Circuit has been designed as shown and when installed will be just as effective as the Ignition Circuits.

The normal working operation of this Circuit has already been described in this Specification reference Drawing 12/12 Figure 8B and the Anti/Theft System Set Figure 9B on the same Drawing as described as follows Relay Solenoid Coil 98B has one end connected to Contact 8B of the S.D.C. and the other endis connected through Over-riding Switch 98J to Contact 9 of the S.D.C.

As Contacts 8B and 9 of S.D.C. are now Open, Solenoid 98B cannot be energized and Relay Contacts 98 and 98C will remain Open, therefore no current will flow to feed Pre Heater Elements which are connected to Contact 98 and the engine cannot start properly, especially in Winter.

The Over-riding Switch 98J again plays a most important part in this Circuit as its Contacts are also Open as shown on this Drawing 12/12 Figure 9B.

Claims (9)

1. An electrical anti/vehicle theft system when switched into operation will immobilise the electrical circuits and units required for starting and running the vehicle by means of a specially designed contactor incorporated in the system. The contactor controls the operation of normally open and normally closed relays and solenoid valves which are wired and fitted into the electrical circuits and supply pipes of petrol,air,diesel oil and pre-heater element and also the operation of two solenoid spring loaded locks and bolts which are wired and fitted under vehicle bonnett and in vehicle boot.

The contactor also controls the operation of a specially designed tilt switch which is incorporated in the system to offset any attempt to steal the vehicle wheels.

Any such attempt will set off two sirens which are fitted under vehicle bonnett and- in vehicle boot.

The operation of the specially designed contactor is put into action by removal of a single internally wired plastic strip.

2. An electrical anti vehicle theft system as claimed in Claim 1 has a contactor which is designed to carry out all the operations as claimed in Claim 1. It has three slotted cut in front of contactor casing to allow insertion of three plastic strips,two of which have no internal wiring and one that has. The internally wired plastic strip is fitted with five contact pins mounted at bottom of each leg which make contact with two five contact sockets already wired and fitted in line with centre slot opening . This contact takes place when the plastic strip as claimed in Claim 1 is inserted into the centre slot.

Four of the internally fitted socket contacts are looped together and one is left single in each case.

The remaining two plastic strips are inserted into top and bottom slots of the contactor casing and keeps two normally open contacts in the open position and two normally closed contacts in the closed position.

These contacts are wired and fitted in line with top and bottom slotted openings. The contactor is also fitted with an indicator which will light if either top or bottom plastic strip is removed from its position in the slotted opening and will cause the normally open contact to close and the normally closed contact to open. bottom plastic strip is removed from its position in the slotted opening and will cause the normally open contact to close and the normally closed contact to open.

The plastic strip cannott then be re-inserted and assume its correct circuit procedure until the contact pins protruding through the slotted side openings are lifted back in positions as before.

The slotted openings and contact pins are concealed by spring loaded covers for safety reasons.

The contactor is fitted with a m-etal rod and heavy metal boss and is also fitted with seven horizontal contacts insulated from the metal rod, and they are set in positions to make or break contact with 10 vertical contacts, five of which are fitted on each side of interior of contactor casing.

The metal rod and metal boss and horizontal contacts are lifted into pre normal starting and running position by means of an electro magnet fitted to top of contactor casing, and operated by push button fitted on or near cas ing.

When metal rod and boss has been raised by push button, the internally wired plastic strip can then be inserted into the centre slot and making contact with their respective socket contacts.

On releasing the push button, the metal boss will drop down on to the plastic strip and cuase the seven horizontal contacts to make contact with their respective vertical contacts which create normal starting conditions.

On removal of this plastic strip the metal boss will drop below the centre slot and create anti/theft system set conditions.

A dummy plastic strip can then be inserted into the centre slot and hold the metal boss in that position and retain system set condition until starting of the vehicle is required.

3. An Electrical Anti/Theft Vehicle System has a specially designed tilt switch incorporated in the system as claimed in Claim I for wheel protection and is comprised of a copper ring which is suspended over a stationary vertical copper contact.

Both of the contacts are are mounted inside the timber casing and is complete with indicator lamp and siren switch.

The casing is suspended on semi flexible conduit which can be bent in any direction to suit cam of road when parking.

The copper ring is suspended on semi flexible cable and is also fed from this source.

On parking the vehicle and with the anti/vehicle theft system set, the indicator will light if cam of road has caused both contacts to make contact.

This effect can then be offset by bending the semi flexible conduit until the indicator lamp goes out. The siren switch can then be switched on putting the sirens into circuit and any deliberate jacking up of the wheels with the intention of stealing same, will will set off both sirens which are mounted under bonnett and in boot.

The tilt switch will not set off the sirens and give a false alarm by the mere knocking or pushing of the vehicle and the reason for this is due to the copper ring being suspended and fed by semi flexible cables which take seconds to bend and to make contact with the vertical contact.

4. An Electrical Anti/Vehicle Theft System has plastic strips as claimed in Claim 1-2 which are specially designed and made in black plastic which is split to allow internal wiring and connections between contact pins mounted on both leg ends of strip.

When plastic is welded together no wiring can be seen from outside. Each strip is wired in different sequences to suit contacts of sockets mounted in contactor in line with centre slot.

Only one internally wired plastic strip is supplied for each Anti/Vehicle Theft System installed.

Three non wired dummy plastic strips are also supplied for each system installed.

5. An Electrical Anti/Vehicle Theft System certain electrical units for cutting out supplies of petrol, air, diesel oil and pre heater ele ments, and is carried out by means of solenoid valves being inserted into the supply pipes of petrol, air and diesel oil and also a normally closed relay into the pre heater circuit of diesel fueled vehicles. As claimed in Claim The solenoid valves and relay are operated by the specially designed contactor as claimed in Claims 1-2 and also by the operation of overriding switches mounted in secret positions known only by vehicle owner.

6. An Electrical Anti/Vehicle Theft System has a normally open relay wired in series with the starter solenoid and cannott be energised to start the vehicle until the normally open relay has been closed by operation of the Specially Designed Contactor.

The relay contacts will close when the anti/theft system has been returned to normal setting and running condition. The normally open relay is also controlled by an overiding switch which is mounted in secret position as required by vehicle owner. As claimed in Claim 1.

7. An Electrical Anti/Vehicle Theft System has solenoid spring loaded bolt locks mounted under bonnett and in boot as claimed in Claim No. I. These locks are always in closed positions and locked when the anti/theft system is in operation and cannott be opened until the system is returned to normal starting and running position.

The solenoid locks are also operated by two switches mounted in secret positions and also be operation of the specially designed contactor. As claimed in Claim I

8. An Electrical Anti/Vehicle Theft System has a normally closed relay wired in parallel with the contact points of the cam operated distributor make and break contacts and will prevent the interruption of low voltage through primary winding of coil ignition unit when the anti/theft systemm is in set position.

High tension will flow only when the relay has been opened by altering the anti/theft system to normal starting and running condition.

This relay is operated by both the specially designed contactor and also an over-riding switch mounted in secret position.

9. An Electrical Anti/Vehicle Theft System substantially as described herein with reference to Figures l-9B of the drawings filed on 30th July 1986.