The present invention relates generally to automobile anti-theft devices. More specifically, the present invention relates to an automobile brake and steering wheel locking device.
Automobile anti-theft devices are known in the prior art. U.S. Pat. Nos. 5,005,391; 5,671,620; 5,704,233; 6,439,005 and 6,439,013 each disclose automotive anti-theft devices that engage the brake or gas pedal shafts and the steering wheel and/or the steering wheel spokes as a means for preventing theft of the vehicle.
While these devices fulfill their respective objectives and requirements, these prior art devices all suffer from various deficiencies. For example, such devices are complicated to use and expensive to manufacture.
It is therefore an object of the present invention to provide a vehicle anti-theft device which mechanically immobilizes the brake pedal and the steering wheel by hooking them both with a locking device.
Another object of the present invention is to provide a vehicle anti-theft device that is light-weight, easy to assemble and durable.
Another object of the present invention to provide an anti-theft device for vehicles which is adaptable to fit various models of vehicles.
A still further object of the present invention is to provide an anti-theft device for vehicles which when locked in position renders the vehicle steering wheel and brake pedal inoperative.
Another object of the present invention is to provide an anti-theft device for vehicles which when locked in position renders it difficult to enter the vehicle.
A still further object of the present invention is to provide a vehicle anti-theft device which is locked into position by a user supplied lock.
These and other objects are met by the present invention which in one aspect can be an anti-theft apparatus for securing a vehicle comprising: a rod extending along an axis from a proximal end to a distal end; a first member connected to the rod at or near the distal end, the first member diverging from the axis of the rod and extending toward the proximal end; a first tubular member having a first end, a second end, and a cavity, a second member connected to and extending from the first tubular member; the first tubular member slid over the rod so that the rod extends through the cavity of the first tubular member, the first tubular member located on the rod so that the first member contacts the second member so as to form a passageway having a substantially enclosed perimeter; a second tubular member having a first end, a second end and a cavity, the second tubular member slid over the rod so that the rod extends through the cavity of the second tubular member; a third member connected to the second tubular member, the third member diverging from the axis of the rod and extending toward either the distal end or the proximal end of the rod; and means for locking that prohibits substantial movement of the second tubular member along the axis of the rod.
In another aspect the invention can be an anti-theft apparatus for use with an automobile having a steering wheel and a shaft for a pedal, the anti-theft apparatus comprising: a rod extending along an axis from a proximal end to a distal end, the proximal end of the rod extending beyond the steering wheel and the distal end of the rod extending beyond the shaft when the apparatus is installed in the automobile; a first member connected to the rod at or near the distal end, the first member diverging from the axis of the rod and extending toward the proximal end, the first member positioned about the shaft of the pedal when the apparatus is installed in the automobile; a first tubular member having a first end, a second end, and a cavity, a second member connected to and extending from the first tubular member; the first tubular member slid over the rod so that the rod extends through the cavity of the first tubular member, the first tubular member located on the rod so that the first member contacts the second member so as to form a passageway having a substantially enclosed perimeter, the shaft of the pedal extending through the passageway when the apparatus is installed in the automobile; a second tubular member having a first end, a second end and a cavity, the second tubular member slid over the rod so that the rod extends through the cavity of the second tubular member; a third member connected to the second tubular member, the third member diverging from the axis of the rod and extending toward either the distal end or the proximal end of the rod, the third member positioned about the steering wheel when the apparatus is installed in a vehicle; and means for locking that prohibits substantial movement of the second tubular member along the axis of the rod.
Referring to
Device 10 comprises an elongated cylindrical body 20, a first/lower sleeve 50, a second/upper sleeve 30 and a third/middle sleeve 40. As will be discussed in more detail below, sleeves 30, 40, 50 are hollow tubular structures, that can circumferentially surround body 20.
Body 20 is a solid cylindrical rod structure comprising an upper end 24 and a lower end 25. The invention is not so limited, however, and body 20 could be a rectangular, square, or other shaped rod or bar. The body 20 further comprises a major axis A-A extending from the upper end 24 to the lower end 25. The upper end 24 may also be considered a proximal end and the lower end 25 may be considered a distal end. Cylindrical body 20 is preferably constructed of steel and/or alloy or other suitable material that cannot be easily cut bent, broken or otherwise deformed.
A first hook member 21 diverges from the body 20 and is connected to the body 20 at or near its lower end 25. As will be described in greater detail below, the first hook member 21 abuts the under side of a shaft of a brake pedal of a vehicle (
Body 20 further comprises a plurality of spaced apart transverse holes 22 at or near its upper end 24. Holes 22 are of sufficient diameter to receive the hasp of a padlock or other user supplied lock 80 (
The lower sleeve 50 is a hollow tubular structure that circumferentially surrounds the body 20. Lower sleeve 50 comprises a cavity 55 (seen in
A second hook member 51 is connected to the lower sleeve 50 at or near its lower end 54. The second hook member 51 is generally L-shaped and diverges from the axis A-A of the body 20 when the sleeve 50 is positioned on the body 20. The divergence is represented by numerical identifier 53, and in the preferred embodiment is an angle of 90 degrees. The invention is not so limited, and the angle of divergence can vary. The second hook member 51 extends in a downward direction, i.e. towards the lower end 25 of body 20. The sleeve 50 slides over the body 20 until the lower end 54 contacts the first hook member 21. The lower end 54 may be in surface contact with the hook member 21, but the invention is not so limited. The first hook member 21 contacts the second hook member 51 so as to form a passageway 70 that has a substantially enclosed perimeter. The sleeve 50 is preferably constructed of steel and/or alloy or other suitable material that cannot be easily cut, bent, broken or otherwise deformed. As will be discussed in greater detail below, the passageway 70 provides an opening through which a shaft of a brake pedal can fit.
The middle sleeve 40 is a hollow tubular structure that can slide over the body 20 and circumferentially surround body 20. The diameter of the middle sleeve 40 is equal to the diameter of the lower sleeve 30. The invention is not so limited, however, so long as the middle sleeve 40 and the lower sleeve 50 do not significantly overlap. Middle sleeve 40 comprises a cavity 45 (seen in
Upper sleeve 30 is a hollow tubular structure that circumferentially surrounds sleeve 20. Upper sleeve 30 comprises a cavity 35 (seen in
Referring now to
Referring now to
In use, the user, before exiting the automobile, will separate the sleeves 30, 40, 50 from the body 20 by sliding the sleeves 30, 40, 50 along the body 20 in an upward direction until they no longer surround body 20. The user will hook the second hook member 21 around the bottom of the brake pedal shaft, pulling the body 20 in an upward direction, and aligning the upper end 24 of the body 20 with the bottom of steering wheel 60. The upper end 24 of the body 20 may either be aligned underneath the bottom of the steering wheel 60, as illustrated, or run through the bottom part of the steering wheel 60 between the spokes 61. The lower sleeve 50 may then be slid down the body 20 and positioned so that the first hook member 51 surrounds the top of the shaft of brake pedal 90. The middle sleeve 40 may then be slid down over the upper end 24 of the body 20 and positioned so that the lower end 42 of the middle sleeve 40 is in contact with the upper end 53 of the lower sleeve 50. The upper sleeve 30 may then be slid down over the body 20 and positioned so that the third hook member 31 abuts with the steering wheel rim 60. A lower end 34 of the upper sleeve 30 may be in contact with an upper end 41 of the middle sleeve 40, however this depends on the length between the steering wheel 60 and the brake pedal 90. If the length between the steering wheel 60 and the brake pedal 90 is greater than the combined length L1, L2, L3 of sleeves 30, 40, 50 (
While the invention has been described and illustrated in sufficient detail that those skilled in this art can readily make and use it, various alternatives, modifications, and improvements should become readily apparent without departing from the spirit and scope of the invention.
The present application claims the benefit of U.S. Provisional Application Ser. No. 60/874,599 filed on Dec. 12, 2006, the entirety of which is hereby incorporated by reference.
Number | Date | Country | |
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60874599 | Dec 2006 | US |