Motor Vehicle Security System

The present invention relates to apparatus and methods for securing a motor vehicle and, in particular, to security systems that disable the car after unauthorized use.

Car thieves will sometimes directly confront or assault an owner and forcibly take the car. When confronted with such a threat the first concern of the owner should be escape. Safety considerations may require the owner to abandon the vehicle to the thief. Nevertheless, there is a need for vehicle security systems that will frustrate the car thief.

A conventional car security system may either sound an alarm or disable the automobile immediately at the time of theft. Such a system may be ineffective since an experienced car thief will recognize the existence of the automobile security system. The thief may take the time to circumvent the security system, since often the vehicle is parked at a location favorable to the thief. In the case of a forcible robbery in the presence of an owner, disabling the automobile immediately can be dangerous, since contact between the owner and thief is prolonged.

Known automotive security systems have proposed disabling an automobile after the elapse of a time interval measured by a timer. In a simple system such as U.S. Pat. No. 4,222,033 a delayed circuit breaker placed in series with the ignition coil will disable the coil in 10 to 30 seconds after the vehicle is started. This known system also will sound the car horn after the car is disabled. A disadvantage with this type of system is the dependence on elapsed time. The owner cannot be certain that the thief will immediately move the car and successfully avoid traffic so that the car will stall at a safe distance from the owner. If the disabled car remains near the owner the thief will still present a threat. See also U.S. Pat. Nos. 3,614,485; 4,485,887; and 4,866,296.

In U.S. Pat. No. 4,302,747 an electronic timer can disable a car after an unspecified amount of time. This known system is designed to be armed at all times unless manually disabled by the operator in advance. This system still has the disadvantage of responding only to elapsed time and not to actual motion of the motor vehicle.

In U.S. Pat. No. 3,907,060 a solenoid valve can stop the fuel flow and stall a stolen car. The system is designed to allow the vehicle to operate for awhile with the residual fuel left downstream of the closed solenoid valve. This system does not depend upon distance travelled and the stalling of the engine depends strictly on the residual capacity of the fuel system. See also U.S. Pat. Nos. 4,107,962; and 4,300,495.

In U.S. Pat. No. 4,162,716 the operating time of a vehicle having a closed solenoid valve is extended by employing a fuel reservoir downstream from the solenoid valve. Again this system is not distance responsive and requires a reservoir that can be a service problem.

Accordingly, there is a need for a security system for a motor vehicle that ensures that the motor vehicle will be moved a safe distance from the owner before stalling. To be practical, such a system must be reliable, fail safe and cost effective.

In accordance with the illustrative embodiments demonstrating features and advantages of the present invention, there is provided a security system for a motor vehicle that has an engine and a drive train. The security system has a sensor means, a sequencing means and an interrupt means. The sensor means can detect motion of the motor vehicle to provide a motion signal. The sequencing means is coupled to the sensor means and responds to the motion signal for providing a disable signal after production of the motion signal. The interrupt means is coupled to the engine for disabling it in response to the disable signal. Thus the motor vehicle is disabled only after its motion is detected.

A related method of the same invention secures a motor vehicle having an engine and drive train. The method includes the step of detecting motion of the motor vehicle. Another step is disabling the engine, provided the motor vehicle is moved. Thus, the motor vehicle is disabled only after its motion is detected.

By employing such methods and apparatus an effective vehicle security system is achieved. In a preferred embodiment, a motion sensor is connected to the vehicle drive train. For example, a magnet mounted on an axle can rotate past a magnetic sensor to provide a count of wheel revolutions. In one embodiment, the distance sensor starts counting when an operator hits a panic button, concealed, for example, in a radio console. Alternatively, the panic button can be floorswitches located at each passenger and driver seat, which is especially useful if the owner is taken as a hostage.

Once the security system is armed, nothing further happens until the vehicle is moved by the thief. Thereafter, the preferred distance sensor counts the number of wheel revolutions. When the wheel revolutions indicate an adequate distance has been travelled (e.g., 1/2 mile) the counter operates a solenoid valve between the fuel tank and fuel pump (although the engine can be stalled in other ways such as opening the ignition circuit). Consequently, the engine stalls at a safe distance from the owner.

In one preferred embodiment, the vehicle can be restored to operation by a hidden release panel which may be mounted in, for example, the glove compartment. This panel can include a keyswitch or a keypad allowing the owner to restore the vehicle by sending a secret code. Alternatively, footswitches can restore the vehicle to operation, which may be important to a hostage should the thief become violently agitated by the stalling of the vehicle.

In some embodiments, when the vehicle stalls, alarms will operate. For example, the headlights can flash, the horn can sound, the doors can lock, and the windows can close or freeze.

In some embodiments, the security system may be normally armed without further action by the owner. In such a system, the owner must operate a concealed switch before moving the vehicle. Such a system is advantageous for a vehicle parked in a high crime area. Since the system is always armed, a car thief will again be able to move the vehicle briefly, only to stall in traffic, most likely in an exposed area where the thief will be inclined to abandon the vehicle rather than attempting to circumvent the security system.

Related accessories may include remote radio controls to either arm the security system or to restore the vehicle to operation. Such a remote control can also activate alarms (headlight and horn) and lock the vehicle doors and windows, independently of the distance sensor of the security system.

The above brief description as well as other objects, features and advantages of the present invention will be more fully appreciated by reference to the following detailed description of presently preferred, but nonetheless illustrative embodiments in accordance with the present invention when taken in conjunction with the accompanying drawings, wherein:

FIG. 1 is a schematic diagram of a security system in accordance with the principles of the present invention;

FIG. 2 is a schematic diagram of optional and alternate inputs for the security system of FIG. 1;

FIG. 3 a schematic diagram of several options for the system of FIG. 1, namely, a remote radio control and control of vehicle headlights, horn, door locks and electric windows;

FIG. 4 is a schematic block diagram of circuitry in the system of FIG. 1;

FIG. 5 is a schematic block diagram of an alternate sensor means that can operate in conjunction with the circuitry of FIG. 4; and

FIG. 6 is a schematic block diagram of a sensor means that is an alternate to that of FIG. 6.

Referring to FIG. 1, a security system is shown having a sensor means SNSR. Sensor SNSR can detect rotation of a rotary member in the drive train of a motor vehicle, here for example, the rear axle 10 driving rear wheel 12. A magnetic source such as magnet 14 is mounted on the periphery of axle 10. The vehicle frame 16 (or a separate bracket mounted around axle 10) supports a magnetic sensor 18. Sensor 18 may be a Hall effect crystal, a high speed magnetic reed, a magnetic coil or other device for responding to the magnetic flux produced by magnet 14. In some embodiments, magnet 14 can be replaced by an electromagnet powered by an appropriate source. In other embodiments the position of the magnet and magnetic sensor can be reversed. Alternatively, the magnetic gap can between the magnet and sensor can be interrupted by a shutter mounted on axle 10. Sensor 18 is designed to produce an electrical pulse on line 20 upon each revolution on axle 10.

In some embodiments sensor SNSR can be replaced by a mechanical counter that may be directly driven by axle 10. In some embodiments, the counter may be hung, pendulum-like on axle 10 to maintain a vertical orientation and thereby measure the revolutions of axle 10. Sensor SNSR can be mounted at alternate locations and can measure the rotation of the drive axle, wheel, transmission output shaft or the rotation of other vehicle components that indicate motion.

Sensor line 20 is shown connected to an input of sequencing means 22, described hereinafter in further detail. Another input of sequencing means 22 is shown connected through line 24 to an operator actuatable switch SW1 hidden among similar control buttons on radio 26 mounted in the vehicle dashboard. Alternatively, the switch SW1 can be hidden under the dashboard, on the floor, etc.

Input line 28 of sequencing means 22 connects to a release means, shown herein as keypad KPD. As described further hereinafter, keypad KPD may be used to send a secret code that restores the operation of the vehicle. Keypad KPD is shown hidden inside glove compartment 30, although the keypad can be mounted in various other locations.

Output line 32 from sequencing means 22 connects to an interrupt means, shown herein as a solenoid operated fuel valve 34. The fuel lines of solenoid valve 34 are serially connected between fuel tank 36 and fuel pump 38. Accordingly, fuel can flow from the tank 36 through normally open valve 34 under the urging of pump 38 to supply fuel to the carburetor of engine 40. The valve 34, however, can disable engine 40 by cutting the fuel supply. Valve 34 may be located in various alternate locations that would be capable of cutting the fuel supply. In alternate embodiments, the vehicle can be disabled in other ways. For example, the electrical supply for the ignition system can be interrupted.

Referring to FIG. 2, the sequencing means is shown as a sequencer 22A with additional or optional inputs. In particular, previously illustrated line 24 is shown connected not to a panic button but to a contact on ignition switch SW1A. Accordingly, the system is armed whenever the vehicle is started. Previously illustrated line 28 is now shown connected not to a keypad, but to key switch 50 for restoring the vehicle to operation.

An auxiliary arming line 52 is connected from sequencer 22A to receiver 54. Receiver 54 receives a radio frequency (RF) signal from a remote RF transmitter 56. Device 56 can forwards a coded signal when appropriate buttons on its keypad are depressed. In the illustrated embodiment, the arming button is labeled "A." By a single depression of button "A" the transmitter 56 can send a signal to receiver 54 to arm sequencer 22A in a manner similar to operation of ignition switch SW1A (or panic button SW1 of FIG. 1).

An auxiliary input for restoring the motor vehicle to an operational status can be applied along line 58, which connects between sequencer 22A and receiver 60. Receiver 60 responds to properly coded RF signals to provide a restore signal along line 58. Receiver 60 can be constructed in the same fashion as previously mentioned receiver 54. Receiver 60 can be activated by a remote transmitter 62. Transmitter 62 can generate a coded RF signal based upon the depression of buttons on the illustrated keypad. For example, when button "D" is depressed, transmitter 62 can send an appropriate signal to receiver 60 to cause a reenable signal to be transmitted along line 58. This signal along line 58 operates in a manner similar to the reenable signal sent along line 28.

Still another auxiliary arming signal can be sent along line 64 to sequencer 22A from the parallel combination of foot switches FS1. Foot switches FS1 can be located on the vehicle floor adjacent to each seat for the passengers and driver. These switches can be used discreetly without alerting a thief that a security system is being armed. The foot switches are especially useful to a hostage in a passenger seat who must arm the security system without alerting the thief.

Another auxiliary disarming line 62 is shown connected between sequencer 22A and the parallel combination of foot switches FS2. Foot switches FS2 may again be used by a hostage. Should the thief become dangerously agitated when the vehicle becomes disabled, the hostage may restore the vehicle's operation by discreetly depressing one of the foot switches FS2, which are again located on the floor adjacent to each of the seats for the passengers and driver.

Referring to FIG. 3, the previously illustrated system is shown with an alternate sequencing means 22B. Sequencer 22B can have all of the inputs and outputs previously illustrated, but also has the additional lines described herein. In particular, line 72 connects between sequencer 22B and the vehicle horn 74. An alarm signal on line 72 can either blow horn 74 continuously or with modulation: for example, a repeating beep or a modulated wail, depending upon the type of horn. An activation signal along line 74 from sequencer 22B can control power windows 76. Depending upon the window type, the windows can either be rolled closed or can be frozen in the current position. An activation signal along line 78 from sequencer 22B can operate electric door locks 80. Typically, all doors will be locked. In addition, an alarm signal along line 82 can activate vehicle headlights 84. The headlights can either be turned on continuously or, preferably, flashed.

These features can effectively capture a thief by securing the vehicle windows and doors, while simultaneously sending an alarm through the vehicle horn and headlights.

Line 68 connects between sequencer 22B and receiver 70. Receiver 70 responds to receipt of an appropriately encoded RF signal to transmit a command signal to sequencer 22B. Receiver 70 is activated by a portable remote transmitter 72. Transmitter 72 produces an encoded RF signal in accordance with depression of buttons on the illustrated keypad. When the proper code is tapped into the keypad, transmitter 72 can activate receiver 70 to provide an appropriate signal to sequencer 22B.

In some embodiments, the encoded signal from receiver 70 can indicate one of several commands. For example, the transmitted signal can simply arm the system in the manner described before so the vehicle stalls after being driven a predetermined distance. The alarms and locks can then be activated when the vehicle stalls. Alternatively, the signal along line 68 can immediately stall the vehicle. A third possible command signal along line 68 can activate the associated alarms and locks immediately, before the vehicle is disabled.

FIG. 4 is a more detailed schematic diagram of the electrical and electronic components of the system of FIG. 1. Previously mentioned keypad KPD is shown connected through line 28 to register RGR. Keypad 28 and register RGR cooperate in the usual fashion whereby codes sent from the keypad KPD are stored in register RGR. The data of line 28 can be sent as serial or parallel data, depending upon the number of wires in line 28.

The data stored in register RGR is applied to a decoder DCD employing combinational logic. Decoder DCD is factory set to respond to a specific code. In other embodiments, however, decoder DCD can be programmed by a computer or other appropriate means to respond to a code selected by the owner through keypad KPD.

When the correct code is loaded into register RGR decoder DCD transmits a high signal to one shot multi-vibrator OS1 which produces a pulse along line RS of a predetermined duration. Line RS is connected to the reset lines of RS type flip-flop FF1 and one of the preset lines of digital counter CTR (two OR-connected preset lines are shown on counter CTR). Thus operating keypad KPD can reset the system so that flip-flop FF1 is reset and counter CTR will be at a preset count.

Reset line RS can also be actuated by operating momentary switch SW3. Reset line RS is therefore shown serially connected through reset switch SW3 to line V1. Switch SW3 may be the keyswitch previously described in connection with FIG. 2 as restoring vehicle operation and disarming the security system. Other disarming devices such as the remote radio control (60, 62) and the footswitches (FS2) of FIG. 2, if used, would be effectively connected in parallel with switch SW3.

Flip-flop FF1 can also be reset and counter CTR can be preset when power is first applied to the system from power line V1. When the system is first powered, a transient voltage is applied from line V1 through capacitor C1 to its junction with grounded resistor R1, which junction connects through internal switch SW2 (if set to the illustrated position) to line RS. Accordingly, the initial states of flip flop FF1 and counter CTR will be their reset and preset states, respectively.

In some embodiments, the wiper of switch SW2 can be repositioned to connect to set input S of flip-flip FF1 to initially bring it to the set state when power is first applied. Alternatively, switch SW2 can be eliminated and a contact on the ignition switch can momentarily apply a high signal to the set input S of flip-flop FF1 when the engine is being cranked. In either event, if the system is initially in an armed condition the vehicle will be disabled as described hereinafter, unless the operator takes the appropriate action.

Set input S of flip-flop FF1 is shown serially connected through previously mentioned panic switch SW1 to voltage line V1. If the arming devices of FIG. 2 are used (switch SW1A, footswitches FS1 or receiver/transmitter 54, 56), they will be effectively connected in parallel with switch SW1.

Previously mentioned sensor means SNSR, (comprising a magnetic sensor, accelerometer or the like) is shown connected through line 20 to one input of AND gate Z1 whose other input connects to the Q output of flip-flop FF1, whose inverted Q output connects to one of the OR tied preset input of counter CTR. The output of AND gate Z1 connects to the counting input of counter CTR. Counter CTR is a digital counter that can count hundreds or thousands of counts depending upon the type of signal being processed by it.

For example, a tire having a 2.5 foot diameter will rotate about 672 times in the course of a mile. Thus if the system is set to disable the vehicle after one mile of travel, the counter CTR can be preset to a count of 672 and then decremented once per wheel revolution. Thus, the disabling can occur when the counter is decremented to a zero count.

An output of counter CTR indicating that the zero count has been reached actuates drivers 42 and 46. Driver 42 connects through line 32 to the solenoid coil 34A of previously mentioned, solenoid operated valve 34, to close valve 34B. The output of counter CTR can also operate a relay coil 44 through driver 46. Relay coil 44 can close normally open relay contacts S1 and open normally closed contacts S2. Contacts S1 are shown connecting to various alarm circuits. These alarm circuits can involve sounding a siren, flashing the vehicle headlights, sounding the vehicle horn, locking the doors, locking or closing the windows, etc. Such functions were discussed previously in connection with FIG. 3. Normally closed contacts S2 are shown connecting power to ignition switch SW4, which provides the power to operate the ignition system of the vehicle. It will be appreciated that when solenoid valve 34 is included switch S2 is unnecessary and need not be connected in the circuit. Contacts S2 and solenoid valve 34 are simply alternative means for disabling the vehicle.

Referring to FIG. 5, an alternate sensor system SNSR' is illustrated. This system is shown cooperating with previously illustrated magnetic sensor 18 again used to detect the rotation of magnet 14 on axle 10. The pulses produced by sensor 18 are applied to one shot multivibrator OS2. Multivibrator OS2 will therefore produce a high signal on its output line so long as pulses are repetitively applied. Thus multivibrator OS2 will provide a high signal essentially whenever the vehicle is moving. The output of multivibrator OS2 is connected to one input of AND gate Z2 whose other input is connected to the output of an oscillator TMR. Timer TMR can have a continuous repetition rate of 10 Hz, although for systems having a higher capacity counter, the timer can operate in the kilohertz range or higher. Thus the output of AND gate Z2 will be a series of pulses at a fixed frequency, which are provided whenever the vehicle is moving.

Thus when the system of FIG. 5 is employed, the system will respond to the number of minutes elapsing while the vehicle is actually moving. For example, the system can be designed to disable the vehicle when the vehicle has been actually moving for more than ten minutes. As used herein, the term "motion occurring beyond a predetermined extent," includes the concept of motion extending beyond a predetermined distance as well as the elapsing of a predetermined delay interval while the vehicle is moving.

Referring to FIG. 6, an alternate sensor SNSR" is shown with an accelerometer ACL driving an integrator 46 whose output drives a voltage controlled oscillator VCO. In this embodiment the output of accelerometer ACL is integrated once to produce a voltage proportional to velocity. This voltage can be applied to a voltage controlled oscillator VCO to produce a frequency proportional to velocity. Thus the voltage controlled oscillator can be used to produce pulses that are equivalent to rotation of the vehicle wheel.

Alternatively, the accelerometer output can be doubly integrated to produce an output having a magnitude proportional to distance travelled. That output can be applied to a threshold detector to provide a disable signal when the distance travelled exceeds a predetermined amount.

To facilitate an understanding of the principles associated the foregoing apparatus, its operation will be briefly described. As mentioned previously, when power is applied to the system along line V1, the flip-flop FF1 (FIG. 2) and counter CTR are initialized to a disarmed state, if switch SW2 is in the position illustrated in FIG. 4. Under these circumstances the system will do nothing further unless other switches are actuated. Were switch SW2 thrown to the other position, flip-flop FF1 would be initially set when power is applied and would be armed to perform the functions hereinafter described. Were the system normally armed, disabling switch SW3 can be depressed to reset flip-flop FF1 and bring it to the disarmed state.

However, with the switch SW2 positioned as shown, the system will be armed only when the owner presses switch SW1, which is shown in the dashboard radio 26 of FIG. 1. (Alternatively, the floorswitches FS1 of FIG. 2 can be operated by a hostage). Once depressed, switch SW1 sets flip-flop FF1 to apply a high signal to one input of AND gate Z1, whose other input can receive pulses from sensor SNSR.

Nothing further happens if the vehicle is not moving. If a thief now drives the vehicle, sensor 18 (FIG. 1) detects the passage of magnet 14 to produce pulses along line 20. As shown in FIG. 4, these pulses can be conveyed through AND gate Z1 to the counting input of counter CTR. Counter CTR can be preset to a count such as 700 to count down thereafter. When counter CTR is decremented to zero, its output becomes high which applies a driving signal along line 32 from driver 42 to solenoid valve 34. Consequently, the normally open valve 34B (FIG. 4) is closed.

As shown in FIG. 1, the closing of valve 34 prevents fuel from flowing from tank 36 through pump 38 to engine 40. Thus, after the fuel in the downstream lines, pump and carburetor are consumed, engine 40 will stall.

Alternatively, in systems lacking a solenoid valve, contacts S2 of relay 44 open to disable the ignition coil and thereby disable the vehicle.

In systems where the alarm and locking circuits are used, driver 46 operates relay coil 44 to close switch S1 and operate a siren, flash the vehicle headlights, sound the horn, lock the doors, and close or freeze the electric windows.

In systems which do not have keyswitch SW3 (FIG. 2) or footswitches FS2, the system must be reset by operating keypad KPD (FIGS. 1 and 4). A multi-digit code can be keyed into pad KPD and terminated by depressing an enter button. Thereafter, the keyed digits are stored in register RGR (FIG. 4) and decoded by decoder DCD. The resulting high signal triggers one-shot OS1 to produce a pulse along line RS. Consequently, flip-flop FF1 and counter CTR are disarmed. As a result, solenoid 34A is turned off to open valve 34B. Thereafter the engine can be cranked and restarted.

It will be appreciated that for embodiments employing the sensor systems of FIGS. 5 and 6 the operation will be similar except that the pulse train is generated in alternate fashions. In the system of FIG. 6, the pulse train is developed not by directly measuring the motion of the drive train but by sensing acceleration with an accelerometer. In the system of FIG. 5, the motion of the drive train is detected but not measured. When motion is occurring pulses from a clock circuit are forwarded to the counter so that the system responds to the driving time. This quantity should be contrasted to the time elapsed when the engine is running.

It is to be appreciated that various modifications may be implemented with respect to the above described preferred embodiments. The various circuit blocks can be fabricated from available integrated circuits or can be made from either larger scale integration or from discrete components. Alternatively, a microprocessor can be employed which would be programmed to perform the functions herein described, whereby the counting is performed by the programming itself. Also while digital circuitry is described, in some embodiments analog circuitry can be employed. Instead of a digital counter, an analog circuit can be employed to step up a predetermined increment for each rotation of the axle to trigger a threshold circuit when a sufficient distance is travelled. Furthermore, the distance travelled or the time elapsed before disabling the vehicle can be different in various embodiments or can be selected by the owner. Also, in some embodiments a keypad will not be necessary and a simple switch can be employed. Alternatively, the system can automatically restore itself after the elapse of a predetermined time interval, such as 10 minutes. Also the magnet and magnetic sensor for counting wheel revolutions can be a self-contained unit in which the rotating magnet is driven on a separate spindle off the wheel axle. Furthermore, the vehicle can be disabled in alternate fashions, including disabling the transmission and other operating systems of the vehicle. Moreover, in some embodiments, the keypad and the arming button and the circuitry for determining the disablement point can all be contained in one package.

Obviously many modifications and variations of the present invention are possible in light of the above teachings. It is therefore to be understood that within the scope of the appended claims, the invention may be practiced otherwise than as specifically described.