IES950423A2 - A vehicle anti-theft battery - Google Patents
A vehicle anti-theft batteryInfo
- Publication number
- IES950423A2 IES950423A2 IE950423A IES950423A IES950423A2 IE S950423 A2 IES950423 A2 IE S950423A2 IE 950423 A IE950423 A IE 950423A IE S950423 A IES950423 A IE S950423A IE S950423 A2 IES950423 A2 IE S950423A2
- Authority
- IE
- Ireland
- Prior art keywords
- battery
- vehicle
- alarm
- control circuit
- housing
- Prior art date
Links
- 230000003213 activating effect Effects 0.000 claims description 5
- 238000010586 diagram Methods 0.000 description 5
- 239000007858 starting material Substances 0.000 description 5
- MTLMVEWEYZFYTH-UHFFFAOYSA-N 1,3,5-trichloro-2-phenylbenzene Chemical compound ClC1=CC(Cl)=CC(Cl)=C1C1=CC=CC=C1 MTLMVEWEYZFYTH-UHFFFAOYSA-N 0.000 description 4
- 238000012544 monitoring process Methods 0.000 description 4
- 230000001960 triggered effect Effects 0.000 description 4
- 102100031854 60S ribosomal protein L14 Human genes 0.000 description 2
- 101710187795 60S ribosomal protein L15 Proteins 0.000 description 2
- 101100412394 Drosophila melanogaster Reg-2 gene Proteins 0.000 description 2
- 101000704267 Homo sapiens 60S ribosomal protein L14 Proteins 0.000 description 2
- 101000741885 Homo sapiens Protection of telomeres protein 1 Proteins 0.000 description 2
- 102100038745 Protection of telomeres protein 1 Human genes 0.000 description 2
- QAOWNCQODCNURD-UHFFFAOYSA-N Sulfuric acid Chemical compound OS(O)(=O)=O QAOWNCQODCNURD-UHFFFAOYSA-N 0.000 description 2
- 238000010276 construction Methods 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 1
- 101100141719 Human cytomegalovirus (strain Merlin) RL13 gene Proteins 0.000 description 1
- 101001044053 Mus musculus Lithostathine-1 Proteins 0.000 description 1
- 230000004075 alteration Effects 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 229910052802 copper Inorganic materials 0.000 description 1
- 239000010949 copper Substances 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 238000003780 insertion Methods 0.000 description 1
- 230000037431 insertion Effects 0.000 description 1
- 238000007689 inspection Methods 0.000 description 1
- 238000002955 isolation Methods 0.000 description 1
- 230000006386 memory function Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
- B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
- B60R25/04—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the propulsion system, e.g. engine or drive motor
- B60R25/045—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the propulsion system, e.g. engine or drive motor by limiting or cutting the electrical supply to the propulsion unit
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
- B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
- B60R25/04—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the propulsion system, e.g. engine or drive motor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
- B60R25/10—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles actuating a signalling device
- B60R25/1001—Alarm systems associated with another car fitting or mechanism, e.g. door lock or knob, pedals
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Emergency Alarm Devices (AREA)
- Burglar Alarm Systems (AREA)
Abstract
A vehicle anti-theft battery has two external battery lugs (7,32) and comprises a battery housing (1) having two battery compartments (2,4). The first compartment (2) encloses a plurality of battery cells (5) connected to positive and negative terminals (12, 13) disposed internally within the housing (1). A control circuit module (10) is secured in the second compartment (4) and is in electrical contact with the internal battery terminals (12, 13). The control circuit includes a heavy-duty contact switch (37) between at least one of the internal battery terminal lug (32), so as to electrically immobilise the vehicle. An alarm is included in the control circuit <Fig. 2>
Description
The present invention relates to a battery for use in vehicles having an electrical ignition system.
Most vehicles have a key-switch ignition system which is easily by-passed by a thief who may by-pass the key-switch to start the vehicle engine.
One solution to the above problem is to electrically isolate the ignition system when the car is not in use. A preferred isolation arrangement provides a vehicle battery having an isolator circuit sealed within the battery housing which includes a heavy-duty switch between an inaccessible positive battery terminal and an exposed dummy terminal. The heavy-duty switch is operated by the isolator circuit which is connected to a code-controlled keypad in the vehicle passenger compartment.
Unfortunately, this arrangement is not secure from a moderately '’talented'* thief. A 12 volt supply is connected to the keypad at all times and this supply can be easily linked to the ignition circuit. The vehicle may then be push-started (the high load required by a starter motor would most likely overload the keypad connection).
A thief may also attempt to start the vehicle when a second battery is connected in parallel to the vehicle battery. Once the vehicle is started it will continue to run even when the second battery is disconnected. The isolator type battery can also be disconnected relatively easily and replaced by a standard battery leaving the vehicle as vulnerable as any other unprotected vehicle. A further disadvantage of this arrangement is that it involves the use of a specially manufactured battery which includes enclosed or embedded circuitry. This adds significantly to the cost of the batfCary "and may -providy-a- OPEN TO PUet.’C INSPECTION UNDE A SECTION 2o ANO RULE 23 JNL No /£ 950423 - 2 disincentive to purchase an identical replacement battery when the existing battery ceases to function correctly.
It an object of the present invention to seek to alleviate the above disadvantages and to provide an improved vehicle anti-theft battery.
Accordingly, the present invention provides a vehicle battery having at least two external battery terminal lugs, the battery further comprising: a battery housing having a first portion for enclosing a plurality of battery cells connected to positive and negative terminals disposed internally within the housing; and a control circuit module reieasabiy secured within a second portion of the battery housing and electrically connected to the positive and negative terminals, the control circuit including a heavy-duty contact switch between at least one of the internal battery terminals and the or each external battery terminal lug for electrically immobilising the vehicle.
The battery housing comprises a standard battery housing having an extra compartment for accepting the removable control circuit module. The control circuit includes terminals for connecting to the internal positive and negative terminals of the battery and is provided with at least one terminal lug.
The control circuit also includes an alarm circuit connected to a siren which operates either independently or in conjunction with an installed vehicle alarm. Preferably, the siren is mounted on the module and sound passage holes are provided in the wall of the extra compartment of the battery housing to decrease attenuation 950423 - 3 of the siren signal. The control circuit module is provided with a moisture tight seal to prevent the ingress of rain water or battery acid.
The control circuit has two modes, a first armed operational mode in which the vehicle is electrically immobilised and the alarm circuit is armed and a second inoperational mode in which the alarm is disarmed and the heavy-duty switch is closed so that battery performs as a standard battery. In the operational mode, the control circuit monitors all fluctuations on the current being drawn through a low current feed by the vehicle in an idle mode. The control circuit provides the low current feed to power the vehicle clock and to provide sufficient power to retain memory on coded radios and mobile phones when the alarm and the immobiliser are armed. This current is insufficient to engage the starter motor. Using a current sensing means, a sudden increase in current drawn will immediately trigger the alarm. The immobiliser prevents the vehicle from starting as there is no power available to the starter motor and minimal current is available to the ignition system. If current is drawn in an attempt to engage the starter motor, the alarm circuit triggers due to the large demand for current through the low current feed and current sensing means. Should any alternative attempt be made to by-pass the immobiliser to start the vehicle the alarm will trigger to activate the siren. If any attempt is made to remove the battery when the terminals are disconnected from the vehicle, the alarm system will trigger the siren. If any attempt is used to jump start a vehicle using a parallel connected battery the alarm system will immediately operate. Additionally, as the immobiliser deprives the vehicle of electrical power, once the jump-connected battery is removed, the vehicle will cut out immediately. 0 42 3 - 4 An additional circuit is provided to monitor the voltage variation when a parallel-connected battery is removed. When the voltage variation is sensed, current from the vehicle alternator is grounded, stopping the engine.
Advantageously, the control circuit is operable by remote means including a coded signal source.
The battery housing and control circuit module may be sold separately.
The invention will now be described more particularly with reference to the accompanying drawings which show, by way of example only, one embodiment of anti-theft battery according to the invention. In the drawings: Figure 1 is a sectional plan view of a battery housing having a plurality of battery cells connected in series; Figure 2 is a sectional side elevation taken along the lines II-II of Figure 1; Figure 3 is a sectional end elevation taken along the lines III-III of Figure 1 ; Figure 4 is a schematic representation of a module suitable for insertion into a compartment of the battery housing, the module including a printed circuit board (PCB) on which there is mounted controlling circuitry and an alarm unit; Figure 5 is a schematic diagram of voltage regulation circuitry and signal receiving and decoding circuitry; L 95 0 42 3. - 5 Figure 6 is a schematic diagram of solenoid switching circuitry; Figure 7 is a schematic diagram of sensor circuitry and circuitry for arming and disarming the alarm; Figures 8 and 9 are schematic diagrams of a low current feed circuit, the alarm siren circuit, timing circuitry and a cut-out circuit.
Referring initially to Figures 1 to 3, the vehicle battery comprises a housing 1 comprising two distinct compartments 2, 4. The first compartment 2 houses standard battery cells 5 connected in series and has a negative terminal 7 and an internal positive pole 9. The second compartment 4 is profiled to receive a module 10 which will be described in more detail hereinafter. The front wall of the second compartment 4 is provided with a number of sound passage holes or a grille to prevent undue attenuation of the siren signal. The module 10 is provided with a moisture tight seal to prevent the ingress of rain water or battery acid. The positive pole 9 and negative terminal 7 are connected to copper strips 12, 13 located on the inner wall 15 of the second compartment 4 for electrical connection with the module 10. Only the negative terminal 7 protrudes from the battery housing 1 for connection with the vehicle wiring loom, bodywork and/or starter motor. Apertures 17 are provided in the wall of the second compartment 4 to accommodate external sensor signal lines and to connect the module 10 to an external alarm or alarm siren. Additional apertures 18, 19 are provided to fix the module in place.
The module 10 as illustrated in Figure 4 is constructed to slide into the second compartment 4 of the battery housing 950423. - 6 1 and is fixed therein by a screw which fixes the module 10 to the floor of the second compartment 4 through an aperture 18 to engage a screw retaining bush 20 at the base of the module 10. The module 10 is also fixed in the compartment 4 by a solenoid 23 which urges a pin into the wall 15 of the second compartment 4 to engage a recess 19 provided therein. When the module 10 is in position a pair of terminal strips 25, 26 engage the terminal strips 12, 13 on the inside wall 15 of the second compartment 4. These strips 25, 26 are electrically connected to a PCB 30 having circuitry thereon to control the functions of the module 10. The module 10 is also provided with a positive battery terminal 32 which is electrically isolated from the positive terminal strip 25 when the module 10 is armed. The terminal 32 is however connected to the PCB 30 by a low current feed 34 to provide power for a vehicle clock and a coded radio or a mobile phone (not shown) which have memory functions which reguire power at all times. A solenoid operated switch 37 is provided to switch between an open position and a closed position.
When the module is armed the switch 37 is in the open position as shown and when the module is disarmed the switch moves to the closed position where the battery terminal 32 is in electrical connection with the positive terminal strip 25. As can be seen from Figure 4, the module 10 is provided with an internal alarm siren 39.
This alarm can be used as a stand-alone device or can be used in conjunction with an installed vehicle alarm. Alternatively, the alarm circuit and siren 39 can provide back-up to the standard vehicle alarm should the vehicle alarm be disabled. In a preferred arrangement, the module and battery form an alarm and immmobiliser system which reguires no further wiring than is required for a standard battery. 950*23. - 7 A significant advantage of this arrangement is that the modified battery can be manufactured at a price comparable to that of a standard battery. The module is not embedded into the battery housing and can be used in successive batteries. The purchase of the module is a once-off cost or the module can be hired from a battery distributor. Due to the construction of the battery and module, no additional wiring is required for the basic operation of the anti-theft battery. Further wiring is required where the module is connected to an existing vehicle alarm or additional sensors are used.
Figures 5 to 8 are schematic circuit diagrams of the control circuit which is mounted to the PCB 30 within the module 10. Referring to Figure 5, a coded infrared signal or radio frequency signal is received by a receiver diode 40 connected to a pre-amplifier integrated circuit (IC) U1 (LS486) which boosts the received coded signal and sends it along an output line (pin 9) of the pre-amp IC U1. The boosted coded signal is read on pin 15 of a decoder IC U2. The decoder IC U2 (TEA5500) decodes the signal which originates from a remote control (not shown) which incorporates a matching encoder IC (TEA5500). If the signal is properly received and decoded, one or both of two output lines O/P1,O/P2 (pin 3, pin 4) of the decoder IC U2 is/are activated. A voltage regulator REG 1 (7805) converts a 12 volt positive DC voltage, from the vehicle battery via the positive terminal strip 25, to a 5 volt positive DC voltage for powering the IC's on the PCB 30.
Figure 6 illustrates a solenoid switching circuit operated by relays RL1, RL2, RL3 (HE721E0510), RL4 (RS 346-845), RL5 (RS 351-803) controlled by the output signals O/P1, 0/P2 of the decoder U2. When the second output line O/P2 is activated, the relay RL3 to which the line is connected 950*23? closes and in turn that relay RL3 activates a solenoid drive relay RL5, switching 12 volts momentarily to the solenoid 37, moving the solenoid pole to close the circuit between the internal terminal connector 25 and the positive terminal lug 32 so that the battery is enabled. When the first output line O/P1 is activated, the first and second relays RL1,RL2 close and activate further relays RL4,RL5. The fourth relay RL4 is used to reverse the polarity of the voltage applied to the solenoid 37 from +12V to -12V and the solenoid drive relay RL5 switches this voltage momentarily to the solenoid which returns the solenoid pole to its original (normally open) position where the battery is disabled. In this position, the battery cannot be discharged by inadvertently leaving the vehicle lights turned on. Should the battery fail or discharge through lack of use, the solenoid pole may be switched by a parallel connected battery. Current is provided along the low current feed 34 so that the alarm may be disarmed. Only then may the solenoid pole be switched.
Figure 7 shows the sensor circuitry which is used to arm and disarm the alarm circuitry. When the first output line O/P1 from the decoder U2 is activated a signal is sent to pin 1 of a first alarm latch IC U3 (74LS00). The output of the alarm latch IC U3 (pin 3) feeds a corresponding input (pin 3) on a second alarm latch IC U4 (DM74LS74AN) which switches an output line (pin 5) to indicate the status of the circuit on a LED. The alarm circuit is now alarmed and is ready to be triggered. Triggering is achieved primarily by drawing excess current on the low current feed 34 which will be detailed further hereinafter. If the alarm is triggered pin 8 of the second latch IC U4 is activated, closing a latch output relay RL8 which switches power to a timer IC U5 (555) $5 0 42 3 .’ - 9 which sets off the alarm siren 39. The siren 39 will sound continually until the second output O/P2 from the decoder circuit (J2 is activated. When the second output signal O/P2 from the decoder circuit is received at pin 2 of the first latch U3, pin 5 of the second latch U4 is deactivated thus turning off the LED indicating the deactivated status. The alarm is deactivated by disengaging the output of the second latch IC U4, switching off the latch output relay RL8 and removing power from the timer circuit. The siren is also momentarily sounded when the alarm is turned on (O/P1 activated) and turned off (0/P2 activated). This is done by activating the siren relay RL10 (Figure 8) via an activating relay RL6 and a deactivating relay RL7, which are fed from the solenoid outputs O/P3, O/P4, respectively.
Finally with reference to Figures 8 and 9, the low current feed circuit, alarm siren circuitry, timing circuitry and cut-out circuit are shown. The low current feed voltage is regulated through a voltage regulator REG 2 (7812) and has a feed line 34 which goes to the positive terminal side of the main solenoid switch 37. Excess current sensing is facilitated by monitoring the current drawn through the low current feed line 34. This is accomplished by monitoring the current drawn through the voltage regulator REG 2 by a sensor latch IC U6 (LM311). The sensor latch IC U6 is provided with a voltage divider circuit having on one leg a potentiometer POT1 which can be set to switch the sensor latch IC U6 when a predetermined current is drawn. If an excess current is drawn, pin 1 of the sensor latch IC U6 activates the first alarm latch IC U3 (through pins 4,5), triggering the alarm as described above. When the alarm is triggered, power from the latch output relay RL8 activates the timer 950423. - 10 circuit based around the timer IC U5 which outputs an activating voltage for a drive relay RL9 which in turn powers the siren relay RL10. The potentiometer POT1 can be set so that current drawn when a door activated courtesy light is switched on, operates the sensor latch IC U6. The sensor latch IC U6 is also triggered in the same manner by activating a boot or bonnet light, switching the ignition key-switch or turning on the vehicle lights, thus triggering the alarm.
The current sensing is further facilitated by monitoring latches IC U7, U8 (LM311) which in conjunction with the cut-out circuit, detailed in Figure 9 prevent the vehicle being used after being started by a jump-connected battery. The cut-out circuit is normally inactive but monitors the status of the sensor circuit via the first alarm latch IC U3. When a jump-connected battery is detected, via the monitoring latch IC U8, an output signal is sent to pin 12 of the alarm latch U3 and the cut-out circuit is activated. A timer IC U10 delays the cut-out signal for a predetermined period before engaging a driver relay RL13 which activates a final relay RL14. The final relay RL14 is connected to the alternator and will ground the alternator voltage to stop the vehicle. The circuit also monitors for reconnection of the jump-connected battery to prevent damage to the control circuit.
It will be seen that the relays may be substituted by latches, logic circuitry and/or power transistor components and in a preferred construction a minimum number of relays are utilised to improve power consumption by the alarm circuitry, making efficient use of the limited space available for the module 10.
When the immobiliser is activated only a low current feed a Ο 4 2 3 - 11 is available to the ignition circuit so that is any attempt is made to activate the ignition system, the current sensor will trigger the alarm. If the vehicle is started either by a jump-connected battery, or by push-starting, the cut-out circuit grounds the alternator, thus stopping the vehicle.
It will of course be understood that the invention is not limited to the specific details described herein, which are given by way of example only, and that various modifications and alterations are possible within the scope of the invention.
MACLACHLAN & DONALDSON, Applicant's Agents, Merrion Square, DUBLIN 2.
Claims (5)
1. A vehicle battery having a plurality of battery cells and at least two external battery terminal lugs, the battery further comprising: a battery housing having two portions, the first portion enclosing the plurality of battery cells connected to positive and negative terminals disposed internally within the housing; and a control circuit module releasably secured within a second portion of the battery housing and electrically connected to the positive and negative terminals, the control circuit including a heavy-duty contact switch between at least one of the internal battery terminals and the corresponding external battery terminal lug, so as to electrically immobilise the vehicle.
2. A vehicle battery according to claim 1, in which the control circuit includes an alarm circuit connected to an alarm device such as a siren which operates either independently or in conjunction with an installed vehicle alarm, the siren being mounted on the module and in which sound passage holes are provided in the wall of the second portion of the battery housing to decrease attenuation of the siren signal.
3. A vehicle battery according to claim 2, in which the control circuit has two modes, in a first armed operational mode the vehicle is electrically immobilised and the alarm circuit is armed and in a second inoperational mode the alarm is disarmed and the heavy-duty switch is closed so that the battery performs as a standard battery, in the operation mode the control circuit monitors all fluctuations on the current being drawn through a low current feed by the vehicle in an idle 0 5 ο 4 2 3 ; mode, the alarm being activated by a sudden increase in current drawn on the low current feed, and in which additional circuitry is provided in the control circuit to monitor voltage variation should a parallel-connected battery be installed, the circuit being operable to trigger the alarm and activating the immobiliser, and when a parallel-connected battery is removed, is operable to ground the current from the vehicle alternator to stop the vehicle engine.
4. , A vehicle battery comprising a battery housing having a first portion enclosing a plurality of battery cells connected to positive and negative terminals disposed internally within the housing, and a second portion, for housing a control circuit module connectable to the internal battery terminals for electrically immobilising the vehicle.
5. A control circuit module releasably securable within a battery housing and electrically connectable to internally disposed positive and negative terminals of the battery, the control circuit including a heavy-duty contact switch for connection between at least one internal battery terminal and at least one external battery terminal lug for electrically immobilising the vehicle.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| IE950423 IES70751B2 (en) | 1995-06-09 | 1995-06-09 | A vehicle anti-theft battery |
| PCT/IE1996/000038 WO1996041734A1 (en) | 1995-06-09 | 1996-06-10 | A vehicle anti-theft battery |
| AU60141/96A AU6014196A (en) | 1995-06-09 | 1996-06-10 | A vehicle anti-theft battery |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| IE950423 IES70751B2 (en) | 1995-06-09 | 1995-06-09 | A vehicle anti-theft battery |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| IES950423A2 true IES950423A2 (en) | 1996-12-11 |
| IES70751B2 IES70751B2 (en) | 1996-12-30 |
Family
ID=11040785
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| IE950423 IES70751B2 (en) | 1995-06-09 | 1995-06-09 | A vehicle anti-theft battery |
Country Status (3)
| Country | Link |
|---|---|
| AU (1) | AU6014196A (en) |
| IE (1) | IES70751B2 (en) |
| WO (1) | WO1996041734A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5963018A (en) | 1997-09-08 | 1999-10-05 | Exide Batteries Ltd. | Automobile batteries with inherent immobilizers |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102022102785B3 (en) | 2022-02-07 | 2023-04-20 | Me Solshare International Pte. Ltd. | Battery locking electronics for enabling and locking a battery and method therefor |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4553127A (en) * | 1983-06-30 | 1985-11-12 | Issa Darrell E | Battery lock anti-theft system |
| US5023591A (en) * | 1989-11-15 | 1991-06-11 | Allen V. Edwards | Anti-theft control apparatus |
| GB2263012B (en) * | 1992-01-04 | 1994-12-14 | David John Cuckow | Accumulator battery with switch means |
| DE4432539C2 (en) * | 1993-12-02 | 1996-09-26 | Alfred Zielke | Immobilizer for a motor vehicle with a battery lock |
-
1995
- 1995-06-09 IE IE950423 patent/IES70751B2/en not_active IP Right Cessation
-
1996
- 1996-06-10 AU AU60141/96A patent/AU6014196A/en not_active Abandoned
- 1996-06-10 WO PCT/IE1996/000038 patent/WO1996041734A1/en not_active Ceased
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5963018A (en) | 1997-09-08 | 1999-10-05 | Exide Batteries Ltd. | Automobile batteries with inherent immobilizers |
Also Published As
| Publication number | Publication date |
|---|---|
| IES70751B2 (en) | 1996-12-30 |
| WO1996041734A1 (en) | 1996-12-27 |
| AU6014196A (en) | 1997-01-09 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MM4A | Patent lapsed |