GB2193697A

GB2193697A - Anti-theft devices

Info

Publication number: GB2193697A
Application number: GB08718537A
Authority: GB
Inventors: Holtdirk Hans Gerd
Original assignee: Hella KGaA Huek and Co
Current assignee: Hella GmbH and Co KGaA
Priority date: 1986-08-09
Filing date: 1987-08-05
Publication date: 1988-02-17
Anticipated expiration: 2007-08-05
Also published as: ES2004970A6; GB8718537D0; GB2193697B; DE3627036C2; DE3627036A1

Abstract

The anti-theft arrangement for each door of the vehicle comprises an electric circuit controlled by a central switch point S1 which when closed arms the arrangement. Manual lock member JV in a lock position opens the circuit by switch S2 by projection A. With attempted opening the circuit is closed which activates solenoid HM so that detent HA, BA engages recess E in the lock member. On release of the member the projection opens switch S2 and spring F retracts the detent. The arrangement avoids drain on the battery. <IMAGE>

Description

SPECIFICATION Anti theft devices The invention relates to a motor vehicle hav ing a plurality of door locks which can each - be locked by a manual locking device and having and anti-theft device which comprises a central locking point from which a plurality of latches can be actuated which are movable by auxiliary power and engage in lock members.

Such a motor vehicle having an anti-theft device is known from DE-PS 26 47 790 wherein the latches are controlled by actuation of the central closing point every time the mo tor vehicle is locked and they catch in the latched position.

This previously known anti-theft device has the disadvantage, however, that a mechanical connection, which is costly and expensive to manufacture, is necessary between the central locking point and a latch.

The device has the further disadvantage that the latches engage in the lock members on each actuation of the central locking point in dependently of the, for example, unauthorized actuation of the manual locking device. This means that every time the motor vehicle is locked, the latches of the motor vehicle are supplied with auxiliary power, for example from the current source of the motor vehicle.

Thus every time energy is consumed, for example from the car battery, for the oper ation of the anti-theft device.

The previously known anti-theft device fur ther has the disadvantage that the latches en gage permanently in the lock members when the motor vehicle is locked. Now if the supply of a latch with auxiliary power is interrupted when the motor vehicle is in the locked state, for example because the current source is ex hausted or because a lead to the latch is in terrupted, the particular latch or all the latches remain in the state in which they engage in the lock members even when the central lock ing point is actuated to unlock them. As a result, access to the motor vehicle and its use are made difficult or even impossible.

A further disadvantage of the previously known anti-theft device stems from the catch ing of the latches in the position engaging in the lock members since this makes, for example, an emergency opening of a vehicle door almost impossible in the event of inter ruption of the auxiliary power.

Further motor vehicles with anti-theft de vices are known from DE-PS 31 15 387, DE PS 31 20 778, DE-OS 32 12 172 and DE-OS 33 07 542 wherein the latches are controlled by actuation of the central locking point every time the motor vehicle is locked and partially catch in the latched position. In addition, these motor vehicles comprise central locking devices.

It is an additional disadvantage of these previously known anti-theft devices that in order to control the order of precedence of central locking and anti-theft additional devices are necessary whereby, when the motor vehicle is locked, first the central locking means is made effective and then the anti-theft means, and whereby, when the motor vehicle is unlocked, first the anti-theft means is made inoperative and then the central locking means is made effective.

Finally, the previously known anti-theft means have the disadvantage that because of the necessary detent mechanism for example and the necessary devices for controlling the order of precedence of central locking means and anti-theft means, the latches used are expensive in construction and therefore the construction of the anti-theft devices is expensive.

According to the present invention, there is provided a motor vehicle having a plurality of door locks, each of which can be locked by a manual locking device and having an anti-theft device which comprises a central locking point from which a plurality of latches can be actuated which are movable by auxiliary power and engage in lock members, when the latches are so actuated the auxiliary power for the anti-theft device being controlled by the particular locking device in such a manner that the auxiliary power is interrupted if the locking device is in the locking position but is not interrupted if the locking device is in the unlocking position.

In such an arrangement, when the central locking device is actuated, the latches are not controlled in the sense of engaging in lock members as in what was previously known, but the anti-theft device is made operative without the latches latching the manual locking device, e.g. handle or the like. Only when an unauthorized person tries to actuate a locking handle of the locked motor vehicle in the unlocking sense, in an unauthorised manner, is the previously interrupted flow of the auxiliary power of the anti-theft device established and the associated latch, moved by the auxiliary power, engages in lock members of the door locks and latches the locking handle or the door lock in order to prevent the unauthorized actuation of the locking handle and hence the unlocking of the door lock.As a result, the unauthorized person is reliably prevented from gaining access to the motor vehicle, for example, or starting the motor vehicle.

In particular, the anti-theft device according to the invention has the advantage that the engagement of the latch in lock members only takes place when an unauthorised person wants to actuate the locking handle in the unlocking sense. Only in this case is the flow of auxiliary power for the anti-theft device established and energy used for latching the locking handle. As a result, the energy sources in the motor vehicle are conserved and the risk of exhausting the energy by oper ation of the anti-theft device is less than in what was previously known.

It is a further advantage that in the event of interruption of the energy supply, the author ised user can continue to operate the vehicle normally because the latching of the locking handle or of the door locks only takes place on an attempt at unauthorized use; otherwise the latches do not engage in lock members.

This means that even when the motor vehicle is in the locked state, if the energy supply is interrupted, the normal opening, for example of thedriver's door, is at least possible by actuation of a mechanical door lock with a mechanical key.

The high production cost required to provide for catching of the latches on engagement in lock members is not necessary with the anti theft device according to the invention, unlike with what was previously known, if the latch ing of the door locks of the motor vehicle only takes place during the process of the unauthorized use and is cancelled after the ter mination of the attempt at unauthorized use.

It is particularly advantageous to select as auxiliary power for the anti-theft device, the electromagnetic effect of the electric current of an electrical circuit arrangement which com prises a central switch as a central locking point, a- current source, electromagnetic latch ing elements with latches and electric swit ches to interrupt the flow of current. Then the activation of the anti-theft device corresponds to the change in the switching state of the central switch and the latches can then be actuated by electromagnetic devices in the di rection of engagement in lock members when the second switches, which are associated with the locking handles, likewise change their switching state.The installation of the neces sary electrical conductors in the motor vehicle is simple and is easily possible in all the parts concerned in the vehicle, for example in the doors.

In this connector, it is further an advantage if the locking handles comprise a projection by means of which the electric switches canoe actuated.

Furthermore, it is a particular advantage to provide the internal locking elements of the motor vehicles as, or integral with, locking handles, which elements are parts of the door locks of a central locking means of the motor vehicle with control elements, because as a result of latching the internal locking elements on an attempt at unauthorized use, access to the motor vehicle is made considerably more difficult.

The latches or latching elements necessary for the construction of the anti-theft device according to the invention may advantageously be spatially associated with the control ele ments necessary for the construction of the central locking means or be disposed on these control elements, in w-hich case the latching elements scarcely need take up any more space, for example in the door of the motor vehicle, in comparison with the control elements. The supply lines and/or control lines necessary for the operation of the anti-theft means to control and conduct the power supply may then possibly already be present for the operation of the central locking means so that the additional -expense necessary for the construction of the anti-theft means is slight.

As further possiblities, it may be arranged that while the power to the anti-theft device is uninterrupted, the control elements, of the central locking means can be additionally actuated in the sense of locking the locks, and/or all the latches engage in the associated lock members and/or that acoustic and/or optical signal means can be activated.

By way of example embodiments of the subject of the invention will be described in more detail with reference to the accompanying drawings in which: Figure 1 shows the spatial arrangement of an anti-theft device according to the invention, in a motor vehicle, Figure 2 shows an example of an anti-theft device wth a reciprocating magnet as a latching element and its spatial arrangement in a motor vehicle door, with the latch not engaging in lock members, Figure 3 shows an anti-theft device of Fig. 2 with the latch engaging in lock members, Figure 4 shows another anti-theft device with a hinged armature as a latch and its spatial arrangement in a motor vehicle door, with the latch not engaging in lock members, and Figure 5 shows the anti-theft device of Fig.

4 with the latch engaging in lock members.

In Fig. 1, the motor vehicle (KFZ) comprises four doors (T). The front of the motor vehicle is at the top in Fig. 1. Associated with each of the doors (T) is a door lock with anti-theft devices (DS) according to the invention. Thus, the left-hand front door (TVL) or driver's door, comprises a door lock with anti-theft device (DS1), the right-hand front door (TVR) or passenger door lock with anti-theft device (DS2), the left-hand rear door (TYL) a door lock with anti-theft device (DS3) and the right-hand rear door (THR) a door lock with anti-theft device (DS4).

Other devices on the motor vehicle (KFZ) may also be equipped with locks and antitheft devices (DS). These may include the boot lid, the filler cap and the ignition mechanism of the vehicle.

Each door lock with an anti-theft device (DS1 to DS4) is electrically connected to the first terminal of a current source (B) which is constructed in the form of a motor-vehicle battery. The second terminal of the current source (B) is electrically connected to an electric central switch (S1) which is used as a central locking point. There are electric connections from the central switch (S1) to each of the door locks and anti-theft devices (DS1 to DS4) in the motor vehicle doors (T).

The central switch (S1) may advantageously be disposed on the left-hand motor-vehicle door (TVL) or driver's door of the motor vehicle and be coupled to the mechanical locking device of the door lock of that door (TVL) in such a manner that the anti-theft device can be made operative or inoperative by actuation of the central switch (S1) with actuation of the mechanical door lock. This means that when the driver of the motor vehicle unlocks the driver's door, the anti-theft device is rendered inoperative. When the driver locks the driver's door, the anti-theft device is made operative or live.

In Fig. 2, the actuating knob of a locking handle constructed in the form of an internal locking element (JV) is directed upwards and projects from a vehicle door (T) which is indicated as a continuous line in the Figure and represents the termination of the door at the window side. The locking element (JV) shown broken away in the drawings, extends downwards in the form of a stump (ST) through which, for example, the mechanical connection to the mechanical part of the door lock or to a control element of a central locking means can be effected, not illustrated in Fig. 2.

In Fig. 2, the locking element (JV) is shown with a transverse projection (A) which can operate on the switching bridge of an electric switch (S2), depending on the position of the locking element. Thus, if the locking element is in the locking position shown in Fig. 2, the switching bridge of the switch (S2) is actuated in such a manner that the electrical connection between the switch contacts is interrupted.

Furthermore, the locking element (JV) in Fig.

2 is provided with a lock member in the form of a depression (E) which preferably comprises an entry slope on it supper face nearer the actuating knob of the element and an undercut on its opposite face further from the actuating knob. This construction of the depression (E) on the locking element renders it possible to displace the element towards the locking position illustrated in Fig. 2 even if the anti-left device of the vehicle has already been made operative, so that the vehicle user can make the device operative before he finally slams the passenger door shut for example.On the other hand, this construction of the depression (E) in the locking element has the advantage that, in the event of protection against theft by an unauthorized attempt to obtain access to the motor vehicle by pulling the actuating knob of the locking element, frustoconical formation (BA) of a latch will obstruct the movement of the locking element when, as shown in Fig. 3, it fastens into the depression (E) in the element.

The frustoconical formation (BA) is part of a latching device which comprises a solenoid (HM) disposed perpendicular to the longitudinal axis of the locking element (JV). Disposed in a bore of the solenoid (HM) is the reciprocating armature (HA) as the latch which is urged by a return spring (F) here constructed in the form of a compression spring, into the unlatched position of rest illustrated in Fig. 2, in which the latch does not engage in the depression (E). The reciprocating armature (HA), at its left-hand side end in Fig. 2, the frustoconical formation (BA) on which the undercut of the depression (E) can fasten when the latching element becomes operative when the anti-theft means is made operative.

A first contact of the switch (S2) is connected to a first connection of the magnet coil of the solenoid (HM). A second contact of the switch (S2) is connected, preferably through known plug connections to a first contact qf the central switch (S1) in the front left-hand motor-vehicle door. A second contact of the central switch (S1) is connected to the negative terminal of the motor-vehicle battery (B), the positive terminal of which is connected, again preferably through known plug connections, to a second connection of the magnet winding of the solenoid (HM).

The central switch (S1), the switch (S2), the magnet winding of the solenoid (HM) and the motor-vehicle battery (B) form an electric circuit which is made when both the central switch (S1) and the switch (S2) are closed. If the central switch (S1) and/or the switch (S2) is open, the electric circuit is open. In Fig. 2, the central switch (S1) is open-so that the anti-theft device is made inoperative. The switch (S2), which is spring-loaded in the direction of the closed position of the switch, is likewise open because the internal locking means (JV) is in its locking position and the projection (A) on the element (JV) has lifted the switching bridge from the second contact of the switch.

If the central switch (S11 were closed, the electric circuit would still be open because the second switch (S2) is open. This means that the magnet coil of the solenoid (HM) is not supplied with current in these cases so that the armature (HA) is in the unlatched position of rest illustrated in Fig. 2 as a result of the force exerted by the compression spring (F).

In Fig. 3, the same part or parts of the antitheft device with the same action are indicated by the same reference symbols as in Fig. 2. In Fig. 3, however, the central switch (S1) is closed so that the anti-theft device is made operative.

The anti-theft device shown in Figs. 2 and 3 works as follows: Let it be assumed that the unauthorized person tries to actuate the internal locking element (JV) by pulling on the actuating knob in the unlocking direction by means of a suitable tool, in known manner. Then the element (JV) is lifted slightly in relation to the door (T) as illustrated in Fig. 3, so that the projection (A) on the locking element relieves the load on the switching bridge of the switch (S2) and the spring-loaded switching bridge establishes an electrical connection between the contacts of the switch.

With the switch (S2) closed, the circuit is now closed and current flows throught the magnet winding of the solenoid. As a result of the magnetic field produced by the solenoid winding, the armature (HA), acting as a latch, moves outwardly, towards the left in Fig. 3, against the restoring force of the spring (F) so that the frustoconical formation (BA) of the armature engages in the depression (E) in the locking element (JV). Consequently, further movement of the locking element (JV) upwards in Fig. 3, in the direction for unlocking the vehicle door, is obstructed. It is therefore impossible for the unauthorized person to gain access by actuating the locking element of the vehicle door.

When the attempt to actuate the internal locking element to unlock the vehicle door is abandoned the locking element is moved back into the locking position illustrated in Fig. 2 by the restoring force which acts in known manner and which tends to hoid the locking element in the locked or the unlocked position and which generally acts on the mechanical door lock (not illustrated in Fig. 3) and acts, via the stump (ST) on the locking element (JV). As a result, the switch (S21 is opened again and the circuit for supplying the magnet coil of the solenoid (HM) is reopened. The solenoid then no longer exerts any magnetic force on the armature (HA) and this is moved back into the unlatched position of rest illustrated in Fig. 2 by the active restoring force of the spring (F).Thus the anti-theft means is still operative but the latch is again in the unlatched position of rest.

On a renewed attempt to gain access to the motor vehicle by actuation of the internal locking means (JV), the actions described above would be repeated.

In Fig. 4, the same part, or parts having the same actions as in Figs. 2 and 3, are provided with the same reference symbols. Here, however, instead of the solenoid with a reciprocating armature and frustoconical latching formation, a hinged-armature magnet (KM) is used as an electro-magnetic latching element, the hinged armature (KA) of which acts as a latch and is held in the unlatched position of rest (Fig. 4) by a return spring (F), constructed in the form of a tension spring, if current is not flowing through the magnet winding of the magnet (KM), as illustrated in Fig. 4, because the central switch (S1) and/or switch (S2) is open.

In the unlatched position of the rest of the hinged armature (KA) and with the central switch (S1) open as illustrated in Fig. 4, the anti-theft means is rendered inoperative so that the motor vehicle or its door can be opened by the user by actuating the internal locking knob (JV). The depression (E) then slides past the two arms of the hinged armature without hindrance.

In Fig. 5 the same parts are provided with the same reference symbols. Here, however, the armature (KA) is illustrated engaged in the depression (E). This means that the central switch (S1) is closed so that the anti-theft means is made live and the switch (S2) has also been closed, for example because an unauthorized person is trying to open the vehicle door by actuating the locking element (JV) and so gain access.

As that attempt at entry is made the electric circuit for supplying the coil of the magnet (KM) is closed and the coil is supplied with current to produce a magnetic field whic attracts the upwardly directed arm of the hinged armature (KA) as shown in Fig. 5, against the restoring force of the return spring (F). As a result, that arm of the hinged armature which is directed substantially downwards in Fig. 5 is pivoted towards the plane of movement of the locking element (JV) so as to engage in the depression (E) in the element and further movement of the locking element in the unlocking direction is prevented by the undercut in the depression.

The embodiment of the anti-theft device shown in Figs. 4 and 5 has the advantage, in particular, that a hinged-armature magnet commercially available and frequently used for hinged-armature relays can be used, the armature of which merely has to be replaced by a hinged armature (KA) of the form shown in Figs. 4 and 5. The necessary blocking force for blocking the actuation of the internal locking system can be influenced for example by appropriate selection of the material thickness and the material properties of the hinged armature used The anti-theft devices can be used not only to latch internal locking elements to prevent access to a motor vehicle by unauthorized persons. It is also possible, for example, to secure the ignition mechanism of the motor vehicle by the device.

It is likewise possible to use pneumatic or hydraulic power as an auxiliary power for the actuation of the latch of the anti-theft device.

A hydraulic or pneumatic pump with an energy store for example can then be set in operation by the central switch (S1).

The anti-theft devices described have the advantage, in particular, that energy is only used to secure the motor vehicle against theft whe an unauthorized person tries to gain access to the motor vehicle or to actuate the particular locking handle. No energy is necessary to make the device operative. Even when an unauthorized attempt is made to actuate an internal locking element for example, only this one locking element is latched against unauthorized actuation. Electrical energy is con sumed only for the latching of this particular internal locking means. The other locking handles of the vehicle are not latched so that no electrical energy is consumed for this.

At the same time, the effectiveness of the anti-theft device is no less in comparison with what was previously known and, in the event of failure of the energy supply, for example if the vehicle battery is flat or in the event of a cable breakage in the electrical supply line, it is possible for the authorized user of the vehicle to continue to gain access to the vehicle, for example through auxiliary devices such as a mechanical lock, since the latching of the locking handles only takes place in the event of an attempt at unauthorized use and the latches do not catch in the position engaging in lock members.

Claims

1. A motor vehicle having a plurality of door locks, each of which can be locked by a manual locking device and having an anti-theft device which comprises a central locking point from which a plurality of latches can be actuated which are movable by auxiliary power and engage in lock members, when the latches are so actuated the auxiliary power for the anti-theft device being controlled by the particular locking device in such a manner that the auxiliary power is interrupted if the locking device is in the locking position but is not interrupted if the locking device is in the unlocking position.

2. A motor vehicle as claimed in claim 1, wherein the central locking point is provided on a door, preferably the driver's door of the vehicle.

3. A motor vehicle as claimed in Claim 1 or Claim 2, wherein the manual locking devices comprise internal locking elements of the door locks of the vehicle.

4. A motor vehicle as claimed in any one of Claims 1 to 3, wherein the auxiliary power for the anti-theft device is the electromagnetic effect of the current in an electrical circuit arrangement which comprises a central switch as a central locking point, electromagnetic latching elements to move the latches and electric switches to interrupt the flow of current through the respective latching elements.

5. A motor vehicle as claimed in Claim 4, wherein the manual locking device comprises a projection by means of which the electric switches for said latching elements can be actuated.

6. A motor vehicle as claimed in Claim 4 or Claim 5 wherein at least one said latching element is a solenoid which comprises a reciprocating armature as a latch for engagement in a depression in an internal locking element as a lock member.

7. A motor vehicle as claimed in Claim 6, characterised in that the reciprocating armature has a frustoconical formation widening towards the depression for entry into the depression.

8. A motor vehicle a claimed in Claim 4 or Claim 5, wherein the latching element is a hinged-armature solenoid which comprises a hinged armature as a latch for engagement in a depression in an internal locking element as a lock member.

9. A motor vehicle as claimed in any one.

of Claims 6 to 8, wherein the depression has an entry slope on a rear face with respect to the direction of locking movement of the locking device and extending inwards in the direction of locking movement and/or a similarly inclined undercut on a forward face.

10. A motor vehicle as claimed in any one of Clains 6 to 9 wherein the armature of the solenoid is held in an unlatched position of rest by a return spring without the flow of current.

11. A motor vehicle as claimed in any one of the preceding claims, wherein the door locks of the vehicle are part of a central locking means of the vehicle with control elements.

12. A motor vehicle as claimed in Claim 11, wherein the control elements of the central locking means are pneumatic control elements.

13. A motor vehicle as claimed in Claim 11, wherein the control elements of the central locking means can be actuated by the central locking point.

14. A motor vehicle as claimed in any one of the preceding claims, in which while the power to the anti-theft device is uninterrupted the control elements of the central locking means can be additionally actuated in the sense of locking the locks.

15. A motor vehicle as claimed in any one of the preceding claims, in which while the power to the anti-theft device is uninterrupted, all the latches engage in the associated lock members and/or that acoustic and/or optical signal means can be activated.

16. A motor vehicle having an anti-theft device constructed and arranged for use and operation substantially as described herein with reference to the accompanying drawings.

17. An anti-theft device for a motor vehicle according to any one of the preceding claims.