US2515044A

US2515044A - Apparatus for preventing theft and unauthorized use of automobiles

Info

Publication number: US2515044A
Application number: US4248A
Authority: US
Inventors: Kappel Boris
Original assignee: Individual
Current assignee: Individual
Priority date: 1947-01-30
Filing date: 1948-01-26
Publication date: 1950-07-11
Anticipated expiration: 1967-07-11

Description

July 11, 1950 515,044

B. KAPPEL 2 APPARATUS FOR PREVENTING THEFT AND UNAUTHORIZED USE OF AUTOMOBILES Filed Jan. 26, 1948 IN VENTOR' Euris P25511351, I

ATTORNEY Patented July 11 1950 UNITED STATES PATENT OFFICE APPARATUS FOR PREVENTING THEFT AND UNAUTHORIZED USE OF AUTOMOBILES Boris Kappel, North Fitzroy, Victoria, Australia Application January 26, 1948, Serial No. 4,248 In Australia January 30, 1947 improvements in such systems.

I propose the use of a relay, with subsidiary contact groups actuated thereby and constituting a relay system, being so arranged that, upon energization of the relay, a sequence of electrical preventive measures will be brought into operation to throw a part of the electric system out of operation so that the vehicle cannot move under its own power, and also, if so desired, to cause an alarm to operate, automatically upon such an attempt at misuse.

It .is the primary object of the invention to devise means whereby the owner or driver upon leaving the vehicle will, without manually manipulating any switch or other such control, automatically set the relay system, controlling a sequence of electrical preventive measures which may include the sounding of an audible alarm, to be brought into effect upon any attempt at misuse of the vehicle.

Still another object of the invention is to provide means to bring the preventive measures into operation upon any unauthorised attempt to open the vehicle door, windows, or other movable parts.

The above and other objects will be readily appreciated from the following description of typical embodiments of the invention and in order that the present improvements may be more readily appreciated reference will be made to the accompanying sheets of drawings which depict a wiring or circuit diagram applicable to a typical automobile; relatively thick lines thereon denoting parts according to this invention.

Referring to the drawings which form part of this specification:

Figure 1, is a circuit diagram illustrating how a latching-relay means is associated with switchcontact devices actuated by a door or doors of the vehicle, and being adapted to set a relay R2, which is provided with subsidiary contacts actuated thereby for purposes later made clear, into a ready or active condition.

Figure 2, is a circuit diagram illustrating alternate switch means to be associated with a door or doors of the vehicle andutilizing a continuouslyrated relay means in place of a latching-relay.

Throughout the drawings, there is shown a standard automobile ignition circuit wiring in light lines to which the improvements are applied and indicated by heavy lines in which;

Reference R2 indicates the principal-relay ammeter 4.

Reference R3 indicates the ignition switch Reference R4 indicates the ammeter Reference R5 indicates the ignition coil Reference R6 indicates the distributor Reference R1 indicates the horn button Reference R8 indicates the horn Reference R9 indicates the contact breaker box Reference RIO indicates the starter motor, condenser and button starter switch Reference Rll indicates the energizing battery bell circuit Reference R l 2 indicates the generator Reference R l 3 indicates the battery Referring to Fig. 1, a principal-relay R2, provided with a plurality of normally open subsidiary contact groups, Cl, C2 and C3, is so arranged that, upon energization thereof the contacts of the respective groups are caused to close, and when the relay is de-energized the contacts are adapted to be open.

One terminalhereinafter referred to as the "positive terminal-of the relay winding is connected to the normally dead side of the ignition switch of the vehicle, the other terminal of the relay winding being connected to the frame of the vehicle (or earthed) by medium of a principal relay controlling switch or contact group C4.

One of the contacts of group Cl has a lead connected to the high tension terminal of the ignition coil, or to the rotor or distributor 6. The other contact of group Cl is earthed.

One of the contacts of group C2 is connected to a live integer in the vehicle wiring system, which may be the live side of the ignition switch 3, which in this case is directly connected to the The other contact of group C2 is connected to the positive terminal of the relay R2.

One of the contacts of group C3 is connected to the live side of the horn button 7 or the negative terminal on the horn 8. The other contact of group C3 is earthed.

It will be apparent from the foregoing that if the principal relay controlling switch or contact group C4 is closed, and the ignition switch is turned On, the following will happen:

1. The relay R2 will be energized and the groups of contacts Cl, C2 and C3 will close.

2. The high tension from the ignition coil 5 will become earthed. through Cl and thus there will be no ignition electric supply to the spark plugs and the engine will not start.

3. A holding circuit for the relay will be established through contacts C2, and

4. The horn will be energized continuously through C3, and constitute an audible alarm.

Once the relay R2 is energized, either through normal operation of the ignition switch, or by taking a direct lead from the battery to the ignition coil, or by any other means, it will remain energized until such time as the principal relay controlling switch or contact group C4 is opened, even though the ignition switch, or other primary energizing means, shall be open-circuited.

In accordance with one embodiment of the present invention, a latching relay LRI is provided with two coils or windingsLl "and L2 and a single group of contacts C4, whichconstitute the principal relay controlling switch. The connection of this relay is such that whencoil Ll is ener.-.

gized the contacts C4 close or make, and are latched or remain closed until coil L2 is energized. One terminal of each. relay coil is earthed as shown.

A contact switch T2 is wired in circuit between a continuously live or energized part of the circuit, in this case the "live side of the ignition switch, and the positive terminal of relay, coil Ll. The switch T2 may be fitted in the door adjacent the driving seat, or in any suitable door of the vehicle, in such a manner that the driver closes the switch contacts automatically upon opening the door andleaving the vehicle. The switch T2 may comprise two contacts which are bridged when the door is open and separated when the door is closed.

Switch T3 is likewise connected in circuit with the e a w LZ- he wi h T3 m ve mpris a spring-influenced contact switch, which is normallyretained in the open position, andis the switch by which the driver or authorized; person a el 6: at in lavLRlu tu to the vehicle and it is preferably, located insome obscure position in the automobile interior.

:The mode oi operation is substantially as1, fo1- low,s..The driver upon leaving the vehicle will openthe door having associatedcontact-switch TZ thus closing these contacts andgenergizingthe coil;Ll of the relay LB], incidentally closing the e n eeisfll d. rth n avRzr I Y Qee ntei; henatu e o e-relay RI h contact C4 will remain closed, irrespectiveofthe opening of contactsTZ by closing the door,- until thasvvitch 'lt energizing the coil L2 of. LB I is closed, thus releasing the, latching relayLBl and opening the contacts C4, 7 a

. f. ny. a h d son; n kn w n t e al t i t rash ui new e ter e eh l and attempt to use same, the sequence of electrical preventive measures brought into operation will; be} substantially as hereinbefore described.

Ajurther contact-switch TI may be associated with the case housing the relay R2, and inthe eyentthat any attempt be madeto gain access to therelay the contacts may be adapted to close thus energizingrelay R2 and immediately; bring the electrical preventive measures, into opera,- tion, including the soundingof the alarm.

It is tobe understood that the relay R2, if so desired. need only be provided with the contacts C2 and C3 for the purposesspecified andthat contacts Cl indicated as associated :With relay,- R2 may be incorporated with the relayLRl Indeed these, contacts for-specified purposes, associated with the respective relays, may be; varied, inter,- changed orsubstitutions made as may be so. desired in any practical embodimentof the. ine e tie v A supplementaryaudible alarm, independentof the vehicle horn 8 may be provided and mounted in a relatively inaccessible part of the vehicle if so desired, and may comprise an electric bell or the like with an energizing battery connected in series across contacts C3 as indicated at H in Fig. 1.

The contact switch T3 which may be a secreted switch, may be of any convenient formand may be a key operated switch.

Referring now to Figure 2, the relay R2 is provided with contact groups Cl, C2 and C3 wired substantially as. previously described and for similar functions. A relay R3, having contact groups C5 and C6 is provided and is of the continuously rated type i. e. it may be energized indefinitely.v withoutoverheating. One side of the relay coil or winding is earthed whilst the other or; positive terminal of the relay coil is connected to one contact of each of contactswitches T4 and T5.

The switch T4 is associatedwith the door of the vehicle and is in function and purpose similar to switch T2 as described in connection with Figure l. The other contact ofswitch T4 is connected to any live or continuously energized point in the wiring system, in this case to the ignition switch.

Switch T5 is a secreted switch of any suitable form which, however, is normally in a closed condition. It may be of suitable key-operated or spring-loaded, single pole construction, and is secreted and normally in a closed condition as stated. The other contact of switch T5 is connected to one of the contacts in thegroup C5, the I other contact inthisgroup being connected to the live contact ofswitch T4, or any suitable live terminalin thewiring system.

The earth return terminal of relay R2 is connected to one contact of the group C6, the other contact being earthed. The contacts Cfi'are, in

effect, synonymous withand constitute the relay controlling switch or contact group C4 as indicated in Fig. 1

The mode of operation of this embodimentis as follows. The driver upon opening the door to leave the vehicle will cause contact switch T4, associated with the door, to close thus energizing the coil of the relay R3, andthus in turn closing its associated contacts C5, and C6. Contact CG will directly earth the relay R2 andthus upon any attempt being made to start the engine by turning, the ignition key the sequence of electrical preventive measures as before describedwillbe brought into operation.

It will be noted that oncetherelay R3Jisclosed by operation of switch T4 the relay R3 will, be maintained closed byv current supplied through contacts 05 and switch T5 untilgsuchtifme asthe switch T5,.is openedby the authorized user.

With this embodiment it, is to be understood thatthe; relay R2, if] so desired, need ,only be o;- vided with the contacts C2 and;C3 for th fpurpose specified and that contacts Ctindicated as associated with relay R2 may be incorporated with the relay R3, then the ignition circuitsoi the car will be automatically rendered; inoperative immediately the authorized person leaves the car. Indeed these contacts for specified purposes, associated with the respective relays, may ,be varied, te cha ed r. ubstitutions m eas may be so desiredfin any practical embodiment of". the in,- vention.

In Figures land 2 contact group CI is-..ut ili' zed to short the contact breaker mechanism, as indicated 2on1 the drawings-as=9t Asanalternative,

these contacts Cl may be so arranged to be in a. normally closed condition, and connected in series with, for example, the ignition coil primary energizing circuit, so that upon energization of the relay R2 the contacts open and render the particular part of the apparatus inoperable. It is to be understood, however, that modifications such as this do not affect the essence of the present invention and that various alterations modifications and/or additions may be incorporated in the foregoing without departing from the true scope thereof.

In certain circumstances, such as, for example, when the vehicle is garaged for service purposes, .it may be desirable for the authorized driver or person to be able to render inoperative a preventive system according to this invention, and without the necessity for divulging the location of the secreted switch to another party who may have to use the vehicle in course of duty.

Accordingly, a further switch, which may be of conventional single pole tumbler type, may be incorporated in each of the embodiments schematically represented in Figs. 1 and 2 of the accompanying drawings.

Referring to Fig. 1, such a switch T6 may be placed in series with the circuit to the door contact switch T2 or in any other position whereby it will serve to open the energizing circuit to relay coil LI associated with the latching relay LRI.

Referring to Fig. 2, such a switch T1 may be placed in series with the circuit to the door contacts T4 or in any other position whereby it will serve to open the energizing circuit to relay R3.

The mode of operation is as follows: The authorized person or driver, after entering the vehicle, actuates the switch T6, Fig. 1 (or T1, Fig. 2 as the respective case may be) to the Off position, then actuates the secreted switch T3, Fig. 1 (or T5, Fig. 2) to thereby render the system inoperative. The system will remain inoperative until such time as the switch T6, Fig. 1 (or T1, Fig. 2 as the case may be) is restored to the On position.

The switch T6 or T1, may be located in any convenient position in the automobile, not necessarily in a secreted position.

Throughout this specification I have referred to wiring connected to the live side of the ignition switch; it will be readily appreciated, however, that any other suitable continuously energized part of the electrical system may be utilized if it be more convenient to do so. Similarly, wiring connected to the normally dead side of the ignition switch may be connected to any other point which becomes energized upon any attempt at unauthorized opening or use of the vehicle.

The foregoing description has also been based on the assumption that the negative of the battery is connected to the frame of the vehicle, or grounded or earthed, and the description is worded accordingly. However, if, as is the case with some automobile wiring systems, the positive of the battery is connected to the frame of the vehicle, the wiring would be substantially the same but phraseology in the specification may be slightly affected.

The wiring as shown is purely schematic. In actual practice all wiring may be double banked and be passed through spaghetti so as to make it substantially impossible for the unauthorized person to trace any wire. The wiring may be so arranged that if the thief cuts any band of wiring it will make the motor inoperative.

Fuses have not necessarily been indicated in the circuit diagram but they may have to be inserted in cases where their use is warranted.

The systems described are to be construed as capable of variations in application and they need not necessarily be installed specifically as described. For example, if an owner so desires he may have the system without the alarm, or on the other hand he can have the alarm system without the engine being made inoperative.

Also he may have variations of, or additions to the embodiments described, i. e. he may require the alarm to function when a door is opened, as well as when an attempt is made to start the motor. To any person versed in the art, such variations may be readily effected, whilst still remaining within the scope of the invention.

Also, the term relay is used in its broad sense. It refers to any suitable device which closes or opens sets of contacts, automatically or otherwise, when required to do so, and no limitation or restriction is to be placed upon the type or style of the relay employed.

Having now described my invention, what I claim as new and desire to secure by Letters Patent is:

1. An improved system for installation in automobiles and other road vehicles as a safeguard against theft or any unauthorized use thereof, comprising an electrical principal relay device, means electrically connecting said device with the ungrounded terminal of the ignition coil oi the ignition circuit of the road vehicle, a switch controlling said principal relay device, automatic switching mechanism actuated by the opening of a door of the vehicle to close said controlling switch of the principal relay device, said automatic switching mechanism including a subsid iary relay, and an energizing circuit for the latter relay, including a normally open switch so located with respect to a door of the vehicle as to be closed when said door is opened, the energizing circuit for the subsidiary relay device including a terminal for connection to the ungrounded terminal of the ignition coil of the ignition circuit, whereby energization of the coil circuit when the normally open switch has been closed will energize the subsidiary relay to close said controlling switch and thereby energize the principal relay device, and a manually operable switch which is electrically connected with said automatic switching mechanism, and means for maintaining the controlling switch of the principal relay device closed until intentionally opened by said manually operable switch.

2. An improved system as claimed in claim 1 wherein said principal relay device includes a. relay and a plurality of normally open contact switches simultaneously closed or opened, and closed upon energization of said principal relay, one switch being connected to the high tension terminal of the ignition coil and to ground, another switch connected to a live integer of the ignition switch and wiring system, and positive terminal of the relay, and another switch connected to the live side of a signal and to ground, and said subsidiary relay is provided with a subsidiary contact group which is connected in the electrical circuit of and constitutes the controlling switch of the principal relay device and whereby energization of the subsidiary relaly causes the contacts of the subsidiary contact group to close, said subsidiary contact group embodying a plurality of normally open contact switches simultaneously closed or opened, and.

.c osedsupon energization,ofrsaid'rsubsidiary relay;

ed upon energization. to, closesaid: principal. relay control switch. another switch connected, to a movable part ofl the vehicle -t 0,-.'be actuated thereby, and-another switchconnected to .a liveinteger of;the ignitionswitchand to a groundedcoil of the subsidiary relay and; adapted upon being closed-to energize a;subsidiar relay :coil .=to-l open said::nr cipal. relay controiswitch, at least one of said- ;lat ter1-plurality. of; switches. adapted". to remain. closed and thesubsidiary relay. to remain energized irrespective of the opening of another switch in circuit therewith, including the. door.- operatedswitch;

Anirnnroved; system according tocla-im 1 whereina the; principal relay device is provided withla; contact group adapted. tobe closed by EI -Q giZat -Qn of the winding of the principal relay d yi ej .6, contact being electrically connected with an electrically alive integer in the vehicle wiringsys-tem and the other-contact being :connected tothe positive terminal of the winding of the principal relay device whereby, upon ener-. gization of the principal; relay winding, said contactgroup establishes a holding circuit for thc'relay, energizing winding which will remain energized; until the principal relay controlling switch is opened.

. L, An improved system as claimed'in. claim. 1 whereimsaid subsidiary relay is providedwith a subsidiary contactgroup which is connectedin h lcctri alc cuit o and constitutes the cone trollingswitch ofthe principal relay device and whereby, energization of the subsidiary; relay causes the. contacts of the subsidiary contact grouplto clo se and wherein the subsidiary relay omp ise a;= atc ine. e1ay co pr in wo wind: ices n o a d w n n s l ica ly connecting an energizing terminalof the contact switch no mall open when thegdO QI' is closed tothe return of theelectrical circuit and the other-winde ing electrically connecting an enengizing terminal ofrthficmanually operable; switch and the, return oi-the electrical circuit, the former winding being '8 adapted; to: be. energized by; closing; of: themontact; switch which; is normally. open when. the

door. isiclosed. and which winding upon energize;-

tion. isadapteditoe close the subsidiary contact group; which constitutes the controlling switchaoi the principal relay,.and. which contacts remain closed" until. energization of the other. winding sbymeansof; the manually operable switch;

trollingsswitchw of the principal relay devicerand whereby, energization. Of, the subsidiary relay causes thev contacts of the subsidiary contact group 1150 close; and wherein the. subsidiary relay comprises a relay. having; an energizing wind ng ofthe continuously. rated type, saidsubsidiary relay beingprovidecl withan additional contact group, the contacts of whichare-uponenergizar ticn adaptedto be, closed, a normallyman-ually operable: switch; said additional, contactigroup being electricallyrconnected between an electric cally; alive.-*- compol ent in the. vehicle: wiring system and one terminal ofthe latter switch, the other. terminal of which is connected withthe energizing-- winding of the subsidiary ,relay,in sucha. manner that whenthe winding of ;the subsidiary-relay is energizedby" closing; of; the 60111334017 5, switch; the said: subsidiary. relays. will remain energized by: current supplied, through said additional Contact group. until. ole-energized.

by opening .saida manu .yaoperable. switch.

BORISKABPJ-EL;

REFERENCES CITED The'foll'owing references are of-recorddmth file 0f thispatent:

UNITED. TA ES; PATENTS mbe Name.- a e ilntrze- P rki s--- j v; 3,5191; 1,197,563 Stierlin Sept. alle e 12 92. h sto -s-.- t-r 9 %i,2 .l6 Eb rly- -a May ,-8,- 1923. 2,238,246 Chapel Apr.- 15,- 19 i '1.