US3339035A - Protected electric lock for automobile ignition circuits - Google Patents

Description

M. HELLER Aug. 29, 1967 3,339,035 PROTECTED ELECTRIC LOCK FOR AUTOMOBILE IGNITION CIRCUITS 2 Sheets-Sheet l Filed March 18, 1966 ATTORNEY Aug. 29, 1967 M. HELLER 3,339,035

PROTECTED ELECTRIC LOCK FOR AUTOMOBILE IGNITION CIRCUITS Filed March-1s, 196e 2 sheets-sheet c DISTRIBUTOR STA RTER /NVENTOR Motion Heller Wfl-f M ATTORNEY Unted States Patent O 3,339,035 PROTECTED ELECTRIC LOCK FOR AUTO- MOBILE IGNITION CIRCUITS Morton Heller, 1935 Shore Parkway, Brooklyn, N.Y. 11214 Filed Mar. 18, 1966, Ser. No. 535,449 13 Claims. (Cl. 200--44) ABSTRACT OF THE DISCLOSURE 'I'he ignition and starter circuit has combination resilient ignition-control switches which are either opened or avoided by a conventional cylinder lock key. All of the combination switches are normally closed. At least one is normally grounded and must be opened to complete the ignition circuit, otherwise the circuit remains grounded. The other combination switches are connected in series and must be avoided, when the key is fully inserted into the lock. An alarm is given if any grounding switch is avoided. The key is merely pushed into the lock and is not rotated. The fully inserted key also closes a power or main switch. A final push of the correct key moves the entire spring-loaded power and combination switch unit and closes the starter switch until the key is released. Each combination switch consists of two conducting strips at least one of which is resilient. Each strip has a contact at one end, -a fixed terminal at the other end and an intermediate insulator. The key separates the contacts of the grounded switches through the insulators and avoids the ignition-control switches. All parts are protected against unauthorized access.

This invention relates to electric locks for automobile ignition and other circuits and particularly to tamper proof electric switch locks for automobiles.

Mechanical ignition locks now customarily used and conventional for automobiles have proven to be largely ineffective to deter determined trespassers from tampering with ignition and other circuits because of the ease with which master keys can be obtained and with which the locks can be opened, as well as the relatively simple manner in which the locks can be by-passed without a key.

An object of the present invention therefore is the provision of a well protected electrical, as distinguished from a mechanical, lock for which there can be no master key, and Iwhich can be by-passed only with great ditiiculty, if at all, but which comprises normally closed simple switches one or more of which are normally grounded and which are so arranged and constructed as to require an individual key, which key may be the same as that used for the lock of the automobile door, trunk or glove compartment if desired.

A further object of the invention is the provision of an electrical lock employing a multiplicity of simple switches and adapted for controlling not only the ignition circuit but also the circuit to the horn or alarm when an attempt is made to unlock the lock with an incorrect key, the lock being also adapted to control the energization of the starter circuit if desired, and being quite versatile for the reason that not only may the number of switches be varied, but the arrangement and number of those which are normally grounded may also be considerably varied as well'as the positions of the key engaged members' of the switches and the spacing between switchesand even the thicknesses of the keys for manipulating the switches, whereby a considerable number of diierent locks of the same gener-al type may be produced without duplication.

The various objects of the invention will be clear from main closed as by the insertion of the description which follows and from the drawings, in which FIG. l is an elevational view of the protected switch lock with parts broken away to show the interior structure, as the lock appears when assembled.

FIG. 2 is a fragmentary vertical sectional view of the lock taken approximately on the line 2-2 of FIG. 3 but with the attaching means to the dash board omitted.

FIG. 3 is a fragmentary vertical sectional view of the lock taken on the line 3--3 of FIG. 2 but with the main switch omitted.

FIG. 4 is a horizont-al sectional view of the lock taken on the line 4 4 of FIG. 2 with the securing means to the dash board added.

FIG. 5 is a fragmentary vertical sectional view of the protecting means for the wiring between the lock casing and the coil.

FIG. 6 is a fragmentary diagrammatic elevational View of parts of the aligned switches showing en ough of each of the switch springs to indicate that the insulated key operated members are arranged at different levels on the spring supports for the switch contacts and m-ay be spaced transversely apart for operation of a relatively thick key in a modified form of the lock.

FIG. 7 is a wiring diagram of the switch connections and of the circuits to the distributor, starter and alarm showing a modification in which the switches are unequally spaced apart.

FIG. 8 is a fragmentary elevational view of a modified form of the means for attaching the lock to the dash board of a used automobile.

FIG. 9 is a central vertical sectional view of FIG. 8.

In the practical embodiment of the invention shown by way of example, the lock comprises in brief, any reasonable number of simple normally closed key-responsive combination switches of which at least one, and preferably more than one, are normally grounded when closed, the grounded switches rendering the ignition circuit inoperative when said switches are permitted to rethe wrong key into the lock, even if the main switch is properly closed by the key or otherwise. It will be understood that if any one of the series connected ignition-control circuit closing switches is erroneously opened as by a key, the ignition circuit remains open even if the separate normally open main switch is properly closed and the parallel connected grounded switches properly opened; and that access to the switches and to the wiring in the ignition circuit is preferably rendered prohibitively difficult.

In the form shown, the main switch 10 as well as the desired number of key-responsive normally closed and interconnected switches 11, 12, 13, 14 and 15 and the like, are carried by the generally cylindrical switch support 16 of suitable non-conducting material such as plastic. The peculiar construction of the main switch and normally closed switches will be described in detail hereinafter. The main switch is somewhat different from the other switches, being not only normally open but also non-symmetrical and maintains the ignition circuit open when the key is not in the lock. The symmetrical arrangement of the normally closed switch parts and the nonsymmetrical arrangement of the main switch parts are best seen in FIGS. 2 and 4.

The support 16 for all the switches is slidably mounted for axial reciprocation through a relatively short stroke in each direction within the protecting and guiding casing 17 in order to close a starter control switch and to energize the circuit for the engine starting device at the end part of the forward stroke of the support 16, that is, the stroke in thedirection away from the dashboard 18 and toward the front of the automobile. For that purpose, the terminals 19 and 20 of a suitable switch which controls the starter, are mounted in spaced relation to each other in the front end wall 21 of the support 16. A connecting member 22 of the starter control switch is secured to thek front or end wall 23 of the casing with the insulator 24 therebetween, said member being in position to engage and close the circuit between the terminals 19 and 20 when the correct key is inserted into the lock and the support 16 is moved forwardly against the action of the compression spring 25. To guide the support in its sliding movement and to yprevent rotation thereof, suitable spaced apart longitudinal rails as 26 project inwardly from the casing and fit into corresponding grooves as 27 in the slidable switch support 16. Said support, while of generally hollow cylindrical form, is preferably open at the top 28 thereof to permit access to the within switches and terminals prior to theprotective sealing of the lock.`

The rear or dash board end of the support is closed by the protective face plate 30 to which the support is suitably secured and to which the key guide 31 is also secured. As best seen in FIG. 2, the guide is provided with a key slot having suitable longitudinal projectionsas 32 of different widths similar to those in conventional locks, to fit the grooves usually made in conventional locks for the doors, trunk and glove compartments of automobiles, especially when the lock is to be operated by the same key as that for the other locked parts of the car. Should it be desired to use a special key for the ignition lock, the sizes and spacing of the grooves in the key and the corresponding dimensions of the projections 32 in the guide slot of the guide 31 may differ considerably from those of conventional locks and keys. The thickness of the key may also be changed considerably to provide for a greater variety of corresponding locks of the same general type but differing from each other. Switch spacing and relative arrangements of the grounding and circuit closing switches may also be varied. The support and its face plate 30 are urged by the spring 25 rearwardly toward the dash board for the return stroke thereof, being stopped by the shoulder 33 on the forwardly projecting flanges 34 of the collar 35 which is securely fixed to the external threads on the casing 17 by suitable interengaging screw threads 37 on the flange having a pitch in a given direction, as for example, left hand.

To maintain the key in its proper position in the guide slot of the key guide, a suitable curved strip spring 50 (FIGS. 2 and 4) is secured at one end thereof to the guide 31, the other end being free to move. The intermediate placement of the Lkey while the motor operates and insuring the desired closing of the ignition circuit while the motor is running. A typical key 53 is shown by the dashdot lines of FIGS. 3 and 4. It is preferably provided withy a conventional neck and with a handle as 54 which, when pressed against the face plate 30, slides the face plate and the support 16 forwardly along the casing to close the circuit to the starter switch terminals 19 and 20 throughthe connector 22. After the car motor is started, the key is released permitting the support and the face plate to slide back under the urge of the spring 25 to the initial positions thereof shown in FIGS. 3 and 4 to the stop shoulder 33. The central relatively large hole in the collar 35 of FIG. 4 permits the key to be readily inserted into the key slot 36 of the face plate and into the key slot of the guide 31, the latter slot being preferably -fiared at its rear end (FIG. 4) to insure easy entrance of the key.

To prevent objectionable tampering with the switches by the unscrew'mg of the casing 17, the fiange 34 of the collar 35 is externally threaded by the threads 38 of opposite pitch to the threads 37; that is, if the threads 37 are left hand, the threads 38 are right hand. Said ange 34 is screwed into the nut 39 which in turn is fixed, as by l the welds 40, to the front face of the dash board. Any .attempt to unscrew the collar to reach the protected switches and wiring inside of the support 16 results only in tightening the collarI and casing 16 together since the casing is held against turning in a manner soon to be described. yThis type of collar, nut and casing is best adapted for new cars wherein the nut 38 is morefeasily installed.

For used cars not equipped with a welded nut, the

securing means shown in FIGS. 8 and 9 is more easily installed. The nut 39 and external threads 38 are omitted, but to prevent rotation of the collar 41, the flange 42 thereof has a non-cylindrical irregular outer surface, be-

ing shown as an irregular prism fitted into and passing through a correspondingly irregularly shaped polygonal hole inthe dash board. Obviously, the iiange and the dash board hole may be square, rectangular, elliptical or other non-circular cross sectional shape for the same purpose. The key slot 43 of the collar 41 may be of the conventional type provided with projections to fit the slots or grooves in the key.

The combination of the multiplicity of lock switches which control the opening and closing of the ignition circuit and thepreferred construction of the switches will now be described. It is preferred that the main switch 10 (FIG. 2) which is first in line, be normally open and that it remain open until all of the other lock switches which require actuation or avoidance have been actuated or passed bythe key 53 (FIG. 3), that is, until the key has been inserted almost completely into the lock. The conventional unmutilated neck portion 54 of the key adjacent the handle, and which is usually the widest part of the key shank, is employed to close the switch 10 last or close to theend of the inserting movement of the key into the lock, thereby to close that part of the circuit going through said switch. For supporting the terminals or contact elements 55 and 56 of said switch 10 in facing relation to each other and for closing and opening movement toward and from each other, a resilient conducting support 57 is provided for at least the element 55. A second generally similar support 58 which need not necessarily be resilient, is provided for the element 56. As shown, the supports 57 and 58 are arranged at the right hand side of the key guide 31 as viewed in FIG. 2 and both are preferably made of strip conducting material and carry the contact element supported thereby .at the top ofthe support.

The lower end of each element support is suitably secured to the inner facey of the switch support 16 as by the bend shown ltherein and the conducting post 59y (FIG. 4) to which a conductor such as a `wire is soldered. To prevent contact between the key and the support 57, an insulating key engaging member 60 projects toward the left as viewed in FIG. 2 into the path of thekey bit and in Iposition to be engaged by the key neck and to be moved toward the right enough to flex the support until the conf tact element 55 thereon is brought into firm engagement with the contact element 56 on the other support 58 of the pair thereby to close the switch.

As has already been indicated, the supports for the contact elements of the remaining normally closed switches are arranged symmetrically about the key slot, but are otherwise quite similar to the support 57. Referring to FIG. 2, the typical element support shown for each contact element of the switches 11 to 15 inclusive comprises a resilient strip spring as 61 or 62 carrying a contact element at its upper end, which element is normally in `face to -face contact wit-h the contact element of the other support of the pair constituting the switch. Obviously however, one of the supports need not necessarily be resilient, provided that the contacts are normally urged into firm electrical contact and are adapted to be readily spread apart in response to a key to which opens the switch. Each support carries an insulating member similar to the member 60 in downward spaced relation to the contact element thereof `and facing the insulating member of the other support of the same switch. Each member is rounded enough at its rear edge to permit certain sufficiently upstanding projections of the key bit to enter the space between it and its cooperating member and to spread said members and consequently to spread the contacts apart thereby to break the circuit at the switch of which the members form a part. The pair of insulating members may touch each other forwardly of the rounded edges thereof or they may be spaced apart a distance less than the thickness of said upstanding key projections.

It has been mentioned that certain controlling fa-ctors may be varied to produce individual locks enough dissimilar from all other locks of the same type as to make each lock operatively responsive for circuit closing only to one key made for that lock and not to any supposed master key-For purposes of illustration, the selected number of normally closed switches 11-15 constituting one controlling factor of the ignition circuit, is live, two of which, namely, switches 12 and 14 are normally grounded and must be opened by the lock key. Obviously, more or less than the ve selected may be used and the number of grounded switches connected in parallel may of course, also -be changed without change in operation or structure of the individual switches, but only in the wiring between the various terminal posts of t-he contact element supports. Another of the controlling factors which may be varied is diagrammatically illustrated in FIG. 6` wherein fragments of the element supports for the live switches are shown and fragments of the insulating members thereon are s'hown as arranged at different levels instead of the same level as shown in FIG. 2. Another of said factors is the spacing apart of the switches, which is shown to be unequal in FIG. 7 and equal in FIGS. 3 and 4, it being understood that any desired number of the switches may be unequally spaced and the other equally spaced. When unequal spaces are used, a dummy or inoperative projection may be employed on the key bit to become arranged in one of the wider spaces between switches and hence to become ineffective when the key has been fully inserted into the lock.

Referring now to the wiring diagram of FIG. 7, the switches 10, 11, 13 and 15 of the ignition circuit are connected in series, and the terminal post for the support 57 of the main or power switch 10 constituting the terminal 10a is connected by the conductor 65 to the plus side of the battery4 66. The other terminal 10b is connected to the nearer terminal 11b of the next switch 11 by thel conductor 67. The terminal 11a of the switch 11 is connected by the conductor 68 to the corresponding terminals 12in, 13a and 14a of the respective switches 12, 13 and 14. The terminals 12b and 14b of the respective grounding switches 12 and 14 are connected in parallel to each other in the ignition circuit by the conductor 69 which also connects said switches to the ground through the relay 70 controlling the energizat-ion of the horn or alarm `71. Consequently, should the main switch be closed by akey which does not open both of the switches 12 and 14 in an attempt to close the ignition circuit, the alarm signal will be, operated. The terminal 13b of the switch 13 is connected bythe conductor 72 to the terminal 15a of the switch 15, the other terminal 15b of which is connected to one contact as 19 of the starter switch and to the coil 75 by the conductor 73. Leading from the other terminalZO of. the starter switch to the solenoid of the starter devicel is the conductor 74. As shown, the coil is connected` to the distributor in the conventional manner.,

` The meansv for protecting the various switches and the 'wiring therefor against tampering comprises the coil box 76 bestshown in FIGS. l and 5, adapted to be secured to any convenient .point under the hood such as the firewall lof the car by suitable brackets and havin-g a hinged door securely locked as by means of the hasps and lock 77. Fastened to the inlet of the box as by welding, is one end of thelflexible cable armorv78, the other end of which is similarly' fixed to the'outletpart of the end wall 23 of the casing 17. The armor protects the flexible plastic tube 79 which receives the various conductors 65, 69, 73 and 74 extending from the various switches into the coil box. Said tube 79 is fixed at one end 80 to the end wall 21 of the switch support 16 and reciprocates therewith as a unit within the armor, the other end 81 of the tube being flanged and inserted permanently within the coil box to prevent withdrawal thereof. As shown in FIG. 5, the wires are suitably resiliently coiled within the tube or the coil box as at 82, to permit repeated extension and contraction of the overall lengths of the wires without damage during the lreciprocation of the tube and support 16, the flexible tube and the armor also permitting the coil box to be moved readily for arrangement at any convenient point under the hood.

It will now -be seen that there has been provided hereby a simple, etlicient and amply protected electric lock essentially tamper proof and capable of being unlocked to close a useful circuit, only by the correct individual or other key of a conventional type -for which the lock is especially designed, and unlockable by any other key or a master key; that numerous variations of the same lock become .possible -by the specilically different arrangement of the various switches and of the parts thereof and the wiring therefor; that the lock is particularly elfective for the ignition, starter :and alarm circuits of automobiles; and that the various objects of the invention have been adequately attained.

While certain specific forms of the invention have herein been shown and described, obvious changes may -be made therein without departing from the spirit of the invention defined by the appended claims.

I claim:

1. In a key-controlled ignition circuit -of an automobile, an electric lock comprising a normally open key-controlled power-control main switch,

a predetermined number of normally closed key-controlled ignition-contr-ol switches, and

a predetermined number of normally closed key-controlled ignition-grounding switches connected in parallel to each other and arranged among and cooperating with the other switches only when open to close the circuit, while a control key is fully inserted into the lock, all of the ignition-grounding switches are opened by the key, all of the ignitioncontrol switches are avoided by the key and the power-control switch is closed by the key,

all of said switches being responsive only to said control key for completing the ignition circuit, said switches being resilient, the power-control switch opening automatically on the withdrawal of the key from the lock, and the ignition-control and ignitiongrounding switches closing automatically on the removal of said key.

2. The lock of claim 1,

the switches being aligned,

the power-control switch being rst in line,

the remaining switches 'being larranged in `miscellaneous order and predetermined sequence for successive opening and closing as the key reaches into and passes the respective switches during the inserting movement of the key into the lock.

3. The lock of claim 1, each of the switches comprisa pair of facing contact elements adapted to close the switch `only when the elements are in contact with each other,

a support of strip material for each element opposed to the support for the other element, and

each support Ihaving a iixed terminal at one end thereof and carrying 'a contact element at the other end thereof, atleast one of the element supports of each switch being resilient and automatically restoring the switch to the normal open or closed position thereof,

an individual insulating member -on each support facing and in spaced relation to the insulating member of the other support and in the pat-h of the control key and movable, independently of the insulating members of the other switches and relatively to the facing insulating member of the switch, by the key thereby to move the contact members out of the normal positions thereof.

4. The lock of claim 1, each of said switches comprising i a conducting spring of strip material,

lan insulating member carried by the spring and a contact member carried by the spring in spaced relation to the insulating member,

means for supporting the switches for reciprocatory :movement as a unit and means for energizing one circuit in respon-setto the insertion of the key fully into the lock and for energizing a second circuit in response thereafter to the movementof all the switches yas a unit and bodily in a given direction.

5. The lock of claim 1,

an insulating switch support,

a casing enclosing the switch support, said support being reciprocable within and relatively to the casing as a unit with the switches to close an automobile starter circuit,

conductors extending from the switch terminals and between said terminals and means for protecting said conductors from access thereto comprising a ilexible insulating tube carried by the switch support and extending through the casing and receiving said conductors and exible cable armor surrounding the tube and secured to the casing.

6. The lock of claim 1,

the ignition-control and ignition grounding switches being reciprocable as a unit with the power-control switch and the key, the switches being arranged in longitudinal spaced relation to each other and in selected order, means for connecting the switches to require opening of all the grounding switches by the control key and closing of the power-control switch by the key while the ignition-grounding switches are open to complete the circuit,

a coil energized on the closing of the circuit and a starter circuit and means for closing the starter circuit on the closing of the ignition circuit together with the reciprocatory stroke kof all the switches bodily and as a unit in a given direction.

7. The lock of claim 6,

said switches being arranged in substantially longitudinal alignment with each other,

the main switch being adapted to be closed by the end neck portion of the key,

each of the switches comprising a pair of opposed conducting springs of strip material,

:an insulating member carried "by each spring and facing the insulating member of the opposing spring of the switch, the insulating members of each switch being adapted to receive therebetween an edge part of a key, said part being of greater thickness than the -space between the facing insulating members, said members being thereby adapted to be spread apart,

a contact element carried by each spring in spaced relation to the insulating member of said spring,

the contact elementsk of the main spring being normally separated and the contact elements of the opposed pair of springs of each of the other switches being normally in contact with each other,

an insulating spring-pressed reciprocatory support carrying the switches,

a casing enclosing said support,

a starter energizing switch normally open at the end of one stroke of the support and carried in part by the casing and in part by the support and closed at the end of the opposite stroke of the support,

a flexible insulating ktube extending from the support through the casing and reciprocable with the support as a unit, i

wiring extending from the switch terminals through the tube,

and flexible cable armor surrounding and protecting the tube and the wiring and fixed to the casing.

8. The lock of claim 1,

means for securing the switches to the dash board of an automobile comprising a casing for the switches open and externally threaded at one end,

an internally threaded collar adapted to pass through land past the front surface of the dash board and interengaged with the threads of the casing and an outwardly projecting flange on the collar adapted to engage the rear face of the das'h board and means for preventing rotation of the collar relatively to the dash board and the casing.

9. The lock of claim 8,

the rotation preventing means comprising external threads on the collar having a pitch opposite to the pitch of the internal threads thereof and a nut engaging said external threads and permanently xed to` the dash board against removal therefrom.

10. The lock o-f claim S,

an insulating switch support slidable in the casing,

a flexible insulating tube secured at one end to the support and slidable therewith as a unit,

a coil box in spaced relation to the casing and permanently receiving the other end of the tube,

cable armor surrounding the tube and secured at one end to the casing an-d at the other end to the coil box,

a switch for energizing a starter circuit, said switch being normally open and being closeable only at the end of the sliding movement of the switch support,

a coil energized in the simultaneous open positions of the gro-unding switches and the closed position of the lmain switch and circuit closing switches, and

an alarm circuit energized on thefailure of the key to open the grounding switches.

11. The combination with a conventional lock key having a serratedv edge providing edge projections, the key. having a handle :at one end and a neck adjacent the handle and wider than the projections, of a combination switch lock comprising a xed casing, a non-rotatable insulating switch support within the casing, guide means for the key fixed to the support, a plurality of similar normally closed switches each comprising a pair of opposed strips, each strip having at one end thereof a terminal xed to the support and being free and carrying a contact at the other end thereof, each of the strips having key-engaging means spreadable apart by the key projections reaching said means thereby to open the switch, the switches being intermingled ignition-control and ignition-grounding switches arranged in linear succession with the guide means for operation successively by the key projections reaching the key-engaging means on the insertion of the lkey by a linear movement only into the guide means and into the support, and a normally open power-control switch of strip material and similar to the first mentioned switches leading the line of said switches and adaptedto be closed by the key neck when the key is fully inserted into the guide means.

12. ljhe combination switch lock and key of claim 11,

at least one of the strips of each switch being resilient, the key-engaging means of the switches reached by the projections ofthe key being spread apart and said switches being opened as the key projections reach said means, the respective switches being closed automatically as the key engaging means thereof are passed and released or avoided by the projections, the switches being maintained open while the key-engaging means thereof are engaged by the key, whereby the ignition circuit is closed only when the key is fully inserted into the lock, while the neck of the key closes the power-control switch, the ignitiongrounding switches are opened 'by the spreading of the key-engaging means thereof by selected key projections and the ignition-control switches are closed by the disengagement of the key-engaging means thereof from the key projections.

13. In the ignition circuit of an automobile, an electric switch lock controllable by conventional key means, said lock comprising iii-st normally open key-responsive power-control switch means,

second normally closed key-responsive combination switch means comprising a selected number of normally closed ignitioncontrol switches connected in yseries when the number is greater than one, and a selected number of normally closed ignitiongrounding switches connected in parallel when the number is greater than one, and intermingled in the ignition circuit with the ignitioncontrol switches, and

conducting means for connecting the terminals of the switches of the combination switch means to attain complete closing of the ignition circuit only when all of the ignition-control switches are avoided by the key means and remain closed, all of the ignition-grounding switches are engaged by and opened by -the key means and the v power control switch is engaged by and closed by the key means.

References Cited UNITED STATES PATENTS 1,844,788 2/ 1932 Norviel 200-44 2,062,928 12/ 1936 Phelps 200-42 2,409,530 10/1946 Bennett 174-109 X 2,438,970 4/ 1948 Glogau 200-44 X 2,811,700 10/1957 Kuch 200-153 X 2,916,673 12/1959 Maslin et al 200-168 X 3,004,170 10/ 1961 Greenspan 200-42 X 3,138,780 6/1964 Jacobsen 200-44 X 3,165,599 1/1965 Clay 20G-44 ROBERT K. SCHAEFER, Prima/'y Examiner. H. HOHAUSER, Assistant Examiner.

Claims (1)

1. IN A KEY-CONTROLLED IGNITION CIRCUIT OF AN AUTOMOBILE, AN ELECTRIC LOCK COMPRISING A NORMALLY OPEN KEY-CONTROLLED POWER-CONTROL MAIN SWITCH, A PREDETERMINED NUMBER OF NORMALLY CLOSED KEY-CONTROLLED IGNITION-CONTROL SWITCHES, AND A PREDETERMINED NUMBER OF NORMALLY CLOSED KEY-CONTROLLED IGNITION-GROUNDING SWITCHES CONNECTED IN PARALLEL TO EACH OTHER AND ARRANGED AMONG AND COOPERATING WITH THE OTHER SWITCHES ONLY WHEN OPEN TO CLOSE THE CIRCUIT, WHILE A CONTROL KEY IS FULLY INSERTED INTO THE LOCK, ALL OF THE IGNITION-GROUNDING SWITCHES ARE OPENED BY THE KEY, ALL OF THE IGNITIONCONTROL SWITCHES ARE AVOIDED BY THE KEY AND THE POWER-CONTROL SWITCH IS CLOSED BY THE KEY,

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