Automated system for immobilizing a vehicle and method

An automated system for immobilizing a vehicle and method therefore typically employed in a motor vehicle for disabling the throttle and deploying the brake and clutch control systems after a theft of the vehicle has occurred is disclosed. The invention includes a plurality of devices for monitoring a plurality of parameters of the vehicle and for generating the triggering signal. A central control microprocessor is employed for receiving and analyzing the plurality of parameters and for detecting the triggering signal. A throttle adjustable range actuator module is utilized for disabling the throttle of the vehicle upon detection of the triggering signal. Finally, a brake adjustable range actuator module is included for deploying the brakes to stop the vehicle. Additionally, a clutch adjustable range actuator module is included for deploying a manual clutch, if the vehicle is fitted with one, for preventing the wheels of the vehicle from being driven. The plurality of vehicle parameters monitored include the vehicle speed, status of an audio power supply and vehicle sound system, state of external triggering devices, instructions imputed from a reset keypad, microprocessor control data received across a data link, and the state of a plurality of adjustable range actuator modules.

BACKGROUND OF THE INVENTION 
1. Field of the Invention 
The present invention relates to vehicle security. More specifically, the 
present invention relates to methods and apparatus for an automated system 
for immobilizing a vehicle that disables the throttle and deploys the 
brake and clutch control systems of a stolen vehicle upon receipt of a 
triggering signal. 
2. Description of the Related Art 
Vehicle theft occurs at an alarming rate. Further, the theft of personal 
vehicles occurs whether the vehicle is occupied or not. The theft of an 
unoccupied vehicle is larceny. Unfortunately, thieves have become bolder 
in their actions and now steal vehicles while occupied by the owner 
thereof. The theft is consummated by the use of force or the threat of 
force and thus converts the larceny into robbery. This type of vehicle 
robbery has come to be known as carjacking. 
Because of the increase in vehicle thefts, the vehicle security industry is 
thriving. The primary means of controlling access to a vehicle is through 
the door locks and the keyed ignition switch. For example, the door locks 
are usually controlled by a locking arrangement activated by a manual key 
or other remote means. Likewise, the position of the keyed ignition switch 
controls whether battery voltage is applied to the starter motor. In any 
event, such measures prevent casual theft by making it difficult to enter 
the vehicle by simply opening the door and starting the vehicle. Such 
vehicle security systems make it necessary to possess the ignition keys in 
order to successfully enter and start the vehicle. 
Keyed entry and ignition systems are the oldest and most familiar means of 
vehicle security. Consequently, vehicle thieves are very familiar with 
these systems. Keyed entry and ignition systems, although useful, can be 
defeated by several known methods. One method utilizes an unlocking lever 
tool known in the art as a "slimjim" to overcome the door locks. Another 
method employs a suitable tool for punching, e.g., disabling, the door 
lock cylinders. Yet another method utilizes electrical jumper means to 
bypass the ignition switch, known as "hot-wiring", for placing battery 
voltage onto the vehicle starter motor. 
Car alarm systems serve to detect a threat to the security of a vehicle and 
to initiate some action such as sounding an audible siren. These car alarm 
systems are intended to call attention to a breach in the security of the 
vehicle and to alert others as to the situation. Although audible alarms 
can be an deterrent, they are not effective in preventing vehicle theft 
when used alone. Further, because car alarm systems are in common use, 
passersby often ignore them when they are activated. Further, car alarms 
do not function to prevent a thief from gaining access to the vehicle and 
hot-wiring the ignition switch. 
Steering wheel locks are a recent innovation designed to prevent a thief 
from driving the vehicle should he be successful in entering and starting 
it. Steering wheel locks can be of the type installed by the vehicle 
manufacturer or provided by an after-market manufacturer. New vehicle 
manufacturers are now providing steering wheel locking mechanisms which 
are typically mounted within the steering column. The lock is designed to 
prevent the steering wheel from being rotated when the ignition switch is 
not in the "on" position. However, manufacturer installed steering wheel 
locks can be accessed and defeated by forcing entry into the steering 
column within the vehicle and physically disabling the locking mechanism. 
Steering wheel locks provided by after-market manufacturers are of several 
types. Some models connect a heavy steel shaft between the break pedal and 
the steering wheel to prevent turning the steering wheel and thus prevent 
steering the vehicle. Other models are mounted directly onto the steering 
wheel in such a manner that it becomes impossible to turn the steering 
wheel without removing the steering wheel locking mechanism. Vehicle 
thieves have been successful in defeating after-market manufactured 
steering wheel locking mechanisms by at least two methods. In the first 
method, the steering wheel is cut or sawed to form a gap in the 
circumference of the wheel which permits the removal of the steering wheel 
locking mechanism through the gap. In a second method, it is known to 
spray the metallic shaft of the steering wheel locking mechanisms with a 
super-cold freon mixture. If done properly, the metallic shaft then 
becomes brittle so that it can be broken by striking it with a hammer. 
Other vehicle anti-theft systems have been known in the past. Examples of 
these systems include devices which control the vehicle door locks and 
fuel feed mechanism by use of a remote control signal. Such a remote 
control signal can be generated by a handheld transmitter which generates 
a radio frequency (RF) signal. The RF signals generated by the handheld 
transmitter are recognized by a receiver-decoder mounted in the vehicle 
which serves to toggle the control of the door locks and fuel feed 
mechanism upon the receipt of each RF signal. Another more fundamental 
vehicle anti-theft system is designed to isolate the ignition switch by 
the use of a second keying device. The second keying device serves to 
either (a) disconnect the switch from the battery source and/or starter 
motor, or (b) disable the fuel pump. 
A more sophisticated vehicle anti-theft system which is electronic in 
nature is now being fitted in some new manufacturer vehicles. In this 
system, a small signal generator is built directly into the ignition key. 
Upon rotating the key to start the vehicle, the ignition key generator 
provides an identification signal to the starter circuit. If the 
identification signal is not present, the engine cannot be started. Thus, 
only the ignition key for that particular vehicle will start the engine 
and presumably the ignition cannot be hot-wired. It is noted that none of 
the above-identified vehicle anti-theft systems is effective in preventing 
the theft or assists in recovering the vehicle if the theft is 
accomplished by the use of a tow truck. 
Another anti-theft system known in the art that was primarily designed to 
prevent the theft of vehicle wheels is known as the mercury balance 
switch. This system, which comprises a triggering mechanism containing 
liquid mercury free to flow between a set of terminals, is often employed 
to detect the imbalance of the vehicle. Thus, if the vehicle is jacked 
upward in an effort to steal the wheels, the mercury balance switch is 
triggered. This type of system might enjoy some success in helping prevent 
the theft of a vehicle by the use of a tow truck by sounding an audible 
alarm. Notwithstanding, none of the vehicle anti-theft systems disclosed 
hereinabove can prevent the theft of a vehicle by robbery, e.g., by 
carjacking. This is the case since a carjacker thief can steal the vehicle 
while the anti-theft systems are inactive and/or force the surrender of 
the ignition key and transmitter from the driver. 
Another more recent innovation in vehicle security systems utilizes 
electronic tracking or homing transmitters/receiver devices. In this 
system, a vehicle must be equipped with a special transmitter/receiver 
device prior to the theft. The transmitter/receiver device can be 
activated from a remote location without the knowledge of the thieves. The 
receiver portion of the anti-theft system is receptive to a fixed 
frequency signal transmitted by, for example, law enforcement authorities. 
The transmitter of the anti-theft system, once activated, quietly 
transmits a coded signal within a defined tracking area which can be 
intercepted and utilized by law enforcement personnel to track and locate 
the stolen vehicle. 
Unfortunately, if the theft of the vehicle is not timely discovered and 
reported to law enforcement authorities, the vehicle can be removed from 
the defined tracking area. Under these conditions, the vehicle anti-theft 
system which employs the electronic tracking device is not useful in 
recovering the stolen vehicle. In additional, tracking devices do not 
prevent the thief from utilizing the stolen vehicle in a secondary crime 
which can endanger the public. 
Thus, there is a need in the art for an improvement in vehicle anti-theft 
systems which both prevent or frustrate the theft of and assist in the 
recovery of a vehicle wherein the anti-theft system immobilizes the 
vehicle by disabling the throttle and deploying the brake and clutch 
control systems of the vehicle upon receipt of a triggering signal. 
SUMMARY OF THE INVENTION 
Briefly, and in general terms, the present invention provides a new and 
improved automated system for immobilizing a vehicle and method therefore 
embodying a novel apparatus for immobilizing a vehicle after a larceny or 
robbery of the vehicle (known as a carjacking) wherein the apparatus 
includes a plurality of features with each feature being utilized to 
disable or deploy a control system necessary to operate the vehicle. 
The present invention is generally directed to an automated system for 
immobilizing a vehicle and method therefore and is typically employed in a 
motor vehicle for disabling the throttle and deploying the brake and 
clutch control systems after a theft of the vehicle has occurred. In its 
most fundamental embodiment, the automated system for immobilizing a 
vehicle comprises a construction incorporating a plurality of features 
including a first mechanism for monitoring a plurality of parameters of 
the vehicle and for generating a triggering signal. A control mechanism is 
included for receiving the plurality of parameters and for detecting the 
triggering signal. A second mechanism for disabling the throttle of the 
vehicle upon detection of the triggering signal and a third mechanism for 
deploying the brakes of the vehicle to stop it are also included. 
In a preferred embodiment, the automated system for immobilizing a vehicle 
and method therefore includes a plurality of devices for monitoring the 
plurality of parameters of the vehicle and for generating the triggering 
signal. A central control microprocessor is employed for receiving and 
analyzing the plurality of parameters and for detecting the triggering 
signal. A throttle adjustable range actuator module is utilized for 
disabling the throttle of the vehicle upon detection of the triggering 
signal. Finally, a brake adjustable range actuator module is included for 
deploying the brakes to stop the vehicle. 
In the preferred embodiment, the automated system for immobilizing a 
vehicle comprises structure for monitoring the plurality of parameters 
which include the speed of the vehicle, the status of an audio power 
supply and the vehicle entertainment sound system, the state of a 
plurality of external triggering devices such as a car alarm, instructions 
inputted into the central control microprocessor from a reset keypad, 
microprocessor control data received across a data link, and the state of 
a plurality of adjustable range actuator modules employed for controlling 
certain systems in the present invention. 
In addition to the above mentioned features, the automated system for 
immobilizing a vehicle also includes a clutch adjustable range actuator 
module for deploying the manual clutch if the vehicle is fitted with one. 
When the manual clutch is deployed or depressed, the power train of the 
vehicle is interrupted. This condition prevents the wheels of the vehicle 
from being driven by the engine without disabling the engine. 
These and other objects and advantages of the present invention will become 
apparent from the following more detailed description, taken in 
conjunction with the accompanying drawings which illustrate the invention, 
by way of example.

DESCRIPTION OF THE INVENTION 
The present invention is an automated system 100 for immobilizing a vehicle 
(not shown) arid method therefore as shown in FIG. 1. The present 
invention immobilizes a stationary vehicle and brings a moving vehicle to 
a gradual and safe stop without cutting power to the vehicle engine. The 
automated system 100 is typically employed in a motor vehicle (not shown) 
for disabling the throttle control system and for deploying the brake and 
clutch control systems, respectively, after a robbery of the vehicle, 
known as a carjacking, has occurred. 
The automated system 100 shown in FIG. 1 includes a central control 102 for 
analyzing a plurality of monitored parameters and for controlling the 
operation of the automated system 100. The automated system 100 shown in 
FIG. 1 also includes an external triggering device 104 for generating a 
triggering signal, a reset keypad/receiver 106 used to manually reset the 
central control 102 and to intercept remotely transmitted control signals, 
a vehicle speedometer 108 for determining the speed of the vehicle, an 
audio control module 110 which serves as a switch between an audio power 
supply 112 and a vehicle sound system 114, and a warning systems 
controller 116 employed to issue sensory warnings to an unauthorized 
driver and surrounding vehicles. The automated system 100 of FIG. 1 also 
shows a throttle adjustable range actuator module 118 for disabling the 
vehicle accelerator, a brake adjustable range actuator module 120 for 
deploying the vehicle brakes to stop the vehicle and a clutch adjustable 
range actuator module 122 for deploying the clutch of the vehicle, if 
fitted, to prevent the transfer of power from the engine (not shown) to 
the wheels of the vehicle. 
The central control 102 is the main control component of the automated 
system 100. Each subcomponent of the present invention communicates with 
the central control 102 as is shown in FIG. 1. Communication with the 
central control 102 manifests itself wherein commands are sent and/or data 
exchanged with other subcomponents of the automated system 100. As shown 
in FIG. 1, the subcomponents include the external triggering device 104, 
the reset keypad/transmitter 106, the speedometer 108, the audio control 
module 110, a plurality of sensory devices operated by the warning systems 
controller 116 and the throttle, brake and clutch actuator modules 118, 
120 and 122, respectively. 
An exemplary embodiment of the central control 102 is shown in FIG. 2. The 
central control 102 includes a microprocessor 124 which is the main 
computer board comprising an eight-bit architecture known in the art. An 
example construction of a suitable microprocessor 124 can be found in the 
Intel 8088 microprocessor known in the art. Associated with the 
microprocessor 124 is a crystal oscillator (not shown) operating at a 
frequency of, for example, one MegaHertz. The crystal oscillator serves to 
provide a clock pulse in the form of a square wave appearing on the 
central control 102 in FIG. 2. The clock pulse serves to coordinate each 
of the functions performed by the microprocessor 124. Connected to the 
microprocessor 124 is a plurality of eight data bus paths 126. The data 
bus paths 126 serve as parallel information pathways for the digital data 
transmitted from the plurality of monitored devices to the microprocessor 
124. The data bus paths 126 are based upon a memory mapped input/output 
(I/O). 
The central control 102 is fitted with a plurality of eight input/output 
(I/O) ports 128 with each of the I/O ports 128 corresponding to one of the 
plurality of monitored devices as shown in FIG. 2. The I/O ports 128 
function as receiving points for digital data collected from the monitored 
devices which is to be analyzed by the microprocessor 124. The eight I/O 
ports 128 collect data from the speedometer 108, the throttle actuator 
module 118 (identified as ARAM 1 in FIG. 2), the brake actuator module 120 
(identified as ARAM 2 in FIG. 2), the clutch actuator module 122 
(identified as ARAM 3 in FIG. 2), the keypad/receiver 106, the external 
triggering device 104, the audio control relay 110 and the audio warning 
controller 116. The identification number for each of the monitored 
devices is shown on FIG. 2 to identify the source monitored and to provide 
consistency with the elements of the block diagram of FIG. 1. 
Connected in series with the data bus paths 126 is a plurality of interface 
card slots 130 as shown in FIG. 2. The number of interface card slots 130 
is equivalent to the number of I/O ports 128 and the number of data bus 
paths 126. Each interface card slot 130 contains a corresponding interface 
card 132. It is noted that the interface card design of the central 
control 102 is entirely modular. Typically, there is one interface card 
132 for each device that the microprocessor 124 monitors and controls. 
Each interface card 132 serves to connect a particular monitored device to 
the microprocessor 124 via the corresponding I/O port 128 and data bus 
path 126. The signals detected from each of the monitored devices are 
analog in nature. Thus, the interface cards 132 function to convert the 
analog signals into signals that the microprocessor 124 can identify and 
process, e.g., into a digital format. Thus, an electrical connection is 
completed from the monitored devices shown in FIG. 2 to the corresponding 
I/O port 128, interface card slot 130, interface card 132, data bus path 
126 and the microprocessor 124. 
The automated system 100 is capable of detecting if the vehicle in which it 
is installed is moving or not moving, e.g., stopped. This is accomplished 
by an electrical, erasable programmable read-only-memory (EEPROM) 134 
associated with the microprocessor 124 and shown connected to the data bus 
paths 126 in FIG. 2. The read-only-memory 134 contains and operates a 
single computer program which comprises a plurality of subroutines. The 
instructions for a first of the subroutines is intended to be utilized for 
moving vehicles and the steps associated with the first subroutine are 
shown in FIG. 9. The instructions for a second of the subroutines is 
intended to be utilized for non-moving, e.g., stopped, vehicles and the 
steps associated with the second subroutine are shown in FIG. 10. 
An example of a single computer program operated by read-only-memory 134 
which comprises at least two different subroutines suitable for use in the 
present invention will now be described. The computer program comprises an 
algorithm that is disclosed in its entirety in FIG. 9 (discussed in detail 
hereinafter). The algorithm discloses a sequence of instructions that are 
executed "in-whole" when the vehicle is moving (see FIG. 9) or executed 
"in-part" when the vehicle is not moving, e.g., parked (see FIG. 10). The 
algorithm includes a main loop, a plurality of four checks or inquiries 
and at least a pair of subroutines. The main loop of the computer program 
stored in and executed by the read-only memory 134 is well known in the 
art. All software programs written and designed for use with a digital 
computer include a main loop. For example, the ANSI "C" programming 
language (which is a standard known in the art) includes a program section 
identified as "Main". The "Main" section of the ANSI "C" programming 
language is that section in which the execution of the program begins. 
Thus, the technique for constructing the main loop of the computer program 
algorithm is well known in the art. 
In the present invention, the main loop of the algorithm executed by the 
read-only-memory 134 functions to (a) scan for commands transmitted to the 
microprocessor 102 and (b) assign the correct subroutine to execute the 
commands received by the microprocessor 102. It is noted that a command 
can be any instruction from an external source or the automated system 100 
to, for example, arm the automated system 100, disarm the automated system 
100, modify the computer program executed by the read-only-memory 134, 
change the parameters of the algorithm, and the like. The main loop also 
serves to authenticate the security code of received commands. Further, 
the main loop includes a minimum of two branching points, each directed to 
one of the two subroutines, so that the received commands can be directed 
to the correct subroutine. 
Next, the main loop of the algorithm executes the four checks or inquiries 
to determine which of the subroutines included within the computer program 
will be selected. The first subroutine is directed to a moving vehicle as 
shown in FIG. 9 and the second subroutine is directed to a non-moving 
vehicle as shown in FIG. 10. Thus, the function of the four inquires is to 
transmit the received instruction from the main loop to the correct 
subroutine. The first query or check conducted by the algorithm inquires 
whether a command has been issued to the central control 102 from any 
monitored device shown in FIG. 2. It is noted that a command can be 
triggered by any of the monitored devices shown in FIG. 2. If a command 
does not exist, the main loop continues scanning for issued commands. 
However, if a command has been issued, it is recorded in memory for 
processing by subsequent inquiries or checks. The main loop then proceeds 
to the second query or check. 
The central control 102 of the automated system 100 is capable of receiving 
triggering commands from the plurality of monitored devices as shown in 
FIG. 2. Some commands are received from the external triggering device 
104. All commands received by central control 102 from a remote source 
must include a security code for authentication purposes. Thus, the second 
query or check inquiries whether the security code assigned to the command 
(identified and recorded in the first query or check) is valid. This is 
accomplished by matching the security code assigned to the received 
command to the security code stored on the read-only-memory 134 as shown 
in FIG. 2. If the security code assigned to the received command does not 
match the stored security code, e.g., invalid, the main loop continues to 
scan for commands as in the first inquiry or check. However, if the 
security code assigned to the received command does match the stored 
security code, e.g., valid, the main loop proceeds to the third query or 
check. 
The third query or check conducted by the algorithm is intended to 
determine which command was issued to the central control 102 from the 
monitored devices shown in FIG. 2. If the command is not recognized, the 
main loop returns to the first inquiry or check and continues to scan for 
commands. However, if the command is recognized, the algorithm branches to 
one of the two branching points to transmit the command to the appropriate 
subroutine for execution. Thereafter, the main loop will continue to scan 
for commands. If the received command is to "arm" the automated system 
100, then the main loop proceeds with the fourth query or check. 
The fourth query or check is to determine whether the vehicle is moving or 
stopped. Selection of the first or second program subroutine for the mode 
of operation that exists is made possible by the detection and monitoring 
of the output signal of the speedometer 108. If the speedometer 108 
registers a velocity or an acceleration (e.g., movement) of the wheels, 
the computer program branches to the first subroutine and begins executing 
the instructions of the algorithm shown in FIG. 9. If the speedometer 108 
does not indicate movement of the vehicle, the computer program branches 
to the second subroutine and begins executing the instructions shown in 
FIG. 10 (which is a portion of the algorithm shown in FIG. 9). Thus, the 
microprocessor 124 causes the appropriate program subroutine to be 
enabled. Thereafter, the proper instructions for activating the 
appropriate programmed response can be selected and initiated by the 
microprocessor 124. 
In effect, a determination is made as to which flow diagram, either FIG. 9 
(vehicle moving) or FIG. 10 (vehicle parked), applies. Operation of the 
vehicle engine is not relevant in determining if the vehicle is moving 
since the automated system 100 is capable of immobilizing the vehicle with 
the engine running. Thus, the program stored in the read-only-memory 134 
provides the microprocessor 124 with the capability of identifying the two 
modes of operation, e.g., vehicle moving or non-moving. The final step of 
the algorithm of the computer program is the execution of the proper 
subroutine. The first subroutine for a moving vehicle and the second 
subroutine for a non-moving vehicle will be described hereinafter in 
accordance with FIGS. 9 and 10 beginning on page 40, respectively, after 
the structure of present invention has been discussed in more detail. 
If the speedometer 108 indicates that the vehicle (in which the automated 
system 100 is installed) is moving, specific parameters are utilized to 
determine when deployment of the braking and clutching features of the 
automated system 100 will activate. Those parameters include the speed 
below which the automated system 100 will actuate and the lag time 
provided by the automated system 100 to the unauthorized driver to remove 
the stolen vehicle from the roadway. These two features are selected to 
maximize the safe operation of the automated system 100. The 
microprocessor 124 is programmed to default to a system activation speed 
of less than fifteen miles-per-hour and a lag time of at least one minute. 
These default parameters are clearly shown on the flow diagram associated 
with a moving vehicle shown in FIG. 9. Thus, after the vehicle throttle is 
disabled, the vehicle must slow to a speed of less than fifteen 
miles-per-hour and a time period of at least one minute must pass before 
the vehicle brake and clutch are deployed. This provides time to the 
unauthorized driver to steer the stolen vehicle to the side of the roadway 
prior to the vehicle brakes being automatically applied. These default 
parameters are variable and can be modified over a communication link such 
as a pager frequency, satellite digital link, optical communication medium 
or the like in combination with the reset keypad/receiver 106. 
The external triggering device 104 can be embodied in any one of a 
plurality of suitable mechanisms. Notwithstanding the nature of the 
mechanism, the external triggering device 104 functions to provide an 
indication of an abnormal condition in the vehicle. The external 
triggering device 104 indicates an abnormal condition by generating a 
triggering signal which is received at the appropriate I/O port 128 of the 
central control 102 as shown in FIG. 2. Thus, the triggering signal is 
transmitted from the external triggering device 104 to the microprocessor 
124 via the corresponding interface card 132 and data bus path 126. Under 
these conditions, the triggering signal is monitored and analyzed by the 
microprocessor 124. Likewise, the same path is utilized to transmit 
command signals from the microprocessor 124 to the throttle actuator 
module 118 to disable the vehicle accelerator, and to the brake actuator 
module 120 and the clutch actuator module 122 to deploy the vehicle brakes 
and clutch, respectively. 
The type of external triggering device 104 utilized in the automated system 
100 is dependent upon whether the vehicle is moving or non-moving. This is 
the case since the nature of the external triggering device 104 may change 
when the movement status of the vehicle changes. For example, when the 
vehicle is not moving, the external triggering device 104 can be any one 
of several suitable vehicle alarms including a motion detector or a 
vehicle door activity monitoring device such as a spring-loaded switch. 
Other more exotic devices can include an alarm apparatus intended to 
monitor the fitness of the driver such as a sobriety device. In these 
examples, the non-moving vehicle is typically parked (as opposed to being 
stopped with the engine idling) since the example external triggering 
devices 104 will operate properly only if the vehicle is stopped. 
If the stolen vehicle is moving, other means of external triggering are 
useful. Therefore, if the vehicle has been stolen and is being driven 
along a roadway, an external triggering device 104 located remote from the 
vehicle fitted with the automated system 100 can be used to transmit the 
triggering signal. External triggering devices 104 which can be designed 
to transmit a triggering signal from a remote location to the central 
control 102 of a moving vehicle include a remote transmitter such as a 
radio frequency (RF) link, a mobile telephone frequency link or any mobile 
electromagnetic data transmission network. The external triggering device 
104 shown connected for two-way communication with the central control 102 
in FIG. 1 is designated as a car alarm for illustration purposes only. 
The combination reset keypad/receiver 106 is utilized to reset the 
microprocessor 124 when the automated system 100 is deactivated. Thus, a 
communication link is established from the reset keypad/receiver 106 to 
the central control 102. The resetting of the microprocessor 124 can be 
completed manually or remotely. Manual resetting of the microprocessor 124 
can be accomplished with the keypad portion of the combined 
keypad/receiver 106. The keypad portion can be similar to a standard 
alpha-numeric dialing keypad of a telephone. The manual keypad can be 
mounted to the vehicle dashboard or to the exterior surface of the vehicle 
door to enable the automated system 100 to be reset. Remote resetting of 
the microprocessor 124 can be accomplished by the receiver portion of the 
combined keypad/receiver 106. Communication with the receiver portion of 
the combined keypad/receiver 106 can be accomplished with the use of a 
short range pocket transmitter (not shown). The communication link between 
the receiver portion and the short range pocket transmitter (not shown) 
can be accomplished by (a) a cellular link connected to the receiver slot 
in the central control 102 and transmitted via electromagnetic 
frequencies, or (b) a paging link which monitors a single paging frequency 
with a specific code or device number via an RF link. 
Notwithstanding the use of manual or remote resetting of the microprocessor 
124, the resetting procedure remains the same. Specifically, a preset 
security code is placed into memory within the microprocessor 124 of the 
central control 102. In order to reset the automated system 100, a 
security code must be entered into the microprocessor 124 that matches the 
preset code stored in memory within the microprocessor 124. If the entered 
security code matches the preset code stored within the microprocessor 
124, the automated system 100 is reset. The entering of the security code 
can be accomplished by operating the appropriate number keys on the keypad 
portion or by transmitting the security code via electromagnetic 
frequencies that are readable by the receiver portion of the reset 
keypad/receiver 106 of the automated system 100. If the automated system 
100 is successfully reset, the warning systems controller 116 is muted, 
the vehicle sound system 114 is reenabled and the throttle, brake and 
clutch actuator modules 118, 120,122, respectively, are reset to their 
neutral positions. 
In the present invention, the determination of whether the vehicle is 
moving or parked determines which subroutine of the program encoded within 
the read-only-memory 134 will be selected. For example, if the stolen 
vehicle is moving, the subroutine having the steps reflected in FIG. 9 for 
a moving vehicle will be selected and executed. In the alternative, if the 
vehicle is parked, the subroutine having the steps reflected in FIG. 10 
for a parked vehicle will be selected and executed. Thus, knowing whether 
the stolen vehicle is moving or parked determines which steps in the 
process will be activated and in what order the steps will be executed. 
The information to determine whether the stolen vehicle is moving or 
parked is provided by the speedometer 108. A communication link is 
established from the speedometer 108 to the central control 102 as shown 
in FIG. 1. Movement of the stolen vehicle will be registered on the 
speedometer 108 and an appropriate signal will be generated and 
transmitted to the central control 102 as is shown in FIG. 2. Likewise, 
non-movement of the stolen vehicle will not generate a measurable signal 
and thus the absence of a signal from the speedometer 108 will indicate to 
central control 102 that the vehicle is not moving. 
Typically, the stolen vehicle includes a radio or stereo entertainment 
system which is represented by the sound system 114 in FIG. 1. The sound 
system 114 is energized by the audio power supply 112 which is provided by 
the regulated electrical power source within the vehicle. The audio 
control module 110 is positioned between the audio power supply 112 and 
the vehicle sound system 114 as shown in FIG. 1. The audio control module 
110 is a single-position, dual-terminal relay which is available from an 
electronic supplier such as, for example, Radio Shack. After the automated 
system 100 is activated, the vehicle sound system 114 must be muted so 
that audible warnings issued by the warning systems controller 116 can be 
heard by the unauthorized driver. This is accomplished by disconnecting 
the vehicle sound system 114 from the audio power supply 112 with the 
audio control module 110. 
A communication link is established from the central control 102 to the 
audio control module 110 as is shown in FIG. 1. The audio control module 
11 0 controls the connection between the vehicle sound system 114 and the 
audio power supply 112. The position of the audio control module 110 is 
determined by a command from the microprocessor 124. Further, the position 
of the audio control module 110 changes in accordance with the command 
from the microprocessor 124 whether the vehicle sound system 114 is 
energized or not. 
In accordance with FIG. 1, if the audio control module 110 is in a first 
position, the vehicle sound system 114 is energized by the audio power 
supply 112. This first position of the audio control module 110 is the 
normal operating state assumed when the automated system 100 is not 
activated. In the alternative, if the audio control module 110 is in a 
second position, the vehicle sound system 114 is disconnected from the 
audio power supply 112. This second position of the audio control module 
110 is the disconnected state assumed when the automated system 100 is 
activated. 
The arrangement described in the preceding paragraphs and shown in FIG. 1 
for controlling the operation of the vehicle sound system 114 during 
operation of the automated system 100 is preferred. However, other 
suitable design schemes are available to provide the same result. One 
alternative method involves blocking, e.g., preventing, the audio signal 
generated by the sound system 114 from reaching the output speakers (not 
shown). Under these conditions, the vehicle sound system 114 is muted by 
preventing operation of the output speakers (not shown) instead of 
interrupting the electrical power to the sound system 114. Another less 
desirable alternative method involves blocking, e.g., preventing, the low 
level pre-amplifier signal from reaching the amplifiers (not shown) of the 
vehicle sound system 112. This method effectively prevents the processing 
of the detected signal. 
After the automated system 100 has been activated and the vehicle sound 
system 114 has been muted, it is desirable to issue a plurality of audio 
and sensory warnings to the unauthorized driver of the stolen vehicle and 
to surrounding vehicles. The audio and sensory warnings are intended to 
notify the unauthorized driver that he is about to lose control of a 
plurality of vital features necessary to drive the vehicle. The warnings 
are also intended to notify drivers of other vehicles on the roadway of 
the problems associated with the stolen vehicle. The warning systems 
controller 116 is employed to accomplish this task prior to the disabling 
and deploying of vital control devices necessary to drive the stolen 
vehicle. 
Instructions, e.g., an activate signal, to issue the plurality of audio and 
sensory warnings are transmitted across a communication link established 
from the central control 102 to the warning systems controller 116 as 
shown in FIG. 1. It is noted that these steps are clearly set forth in the 
flow diagram for moving vehicles shown in FIG. 9. Further, the issuing of 
the audio and sensory warnings are shown as the initial step in the 
procedure associated with a parked vehicle shown in FIG. 10. Likewise, the 
microprocessor 124 issues instructions, e.g., a reset signal, to the 
warning systems controller 116 across the established communication link 
to discontinue the broadcast of the audio and sensory warnings at the 
appropriate time. 
The warning systems controller 116 comprises hardware preferably mounted 
within the driver compartment of the stolen vehicle and can comprise a 
voice recordable chip or erasable programmable read-only-memory for 
storing the audio messages thereon. The warning systems controller 116 can 
also include a miniature amplifier and speaker arranged to enable the 
broadcast of the audio warnings. These and other known components 
necessary to assemble the warning systems controller 116 can be obtained 
from an electronics supply center such as, for example, Radio Shack. Thus, 
the self-contained miniature amplifier and speaker eliminates the need to 
utilize hardware components of the vehicle sound system 114 to broadcast 
the audio warnings. 
It is noted that all audio and visual sensory warnings originate from the 
warning systems controller 116 which also includes an output relay (not 
shown). The output relay (not shown) is designed to actuate other 
components and systems upon receiving a signal from the automated system 
100. Specifically, any of the audio and visual sensory warnings can be 
triggered by a voltage signal transmitted to the warning systems 
controller 116 from the central control 102. The voltage signal can 
instruct the warning systems controller 116 to activate specific 
parameters which, in turn, can cause the activation of other parameters 
via the output relay (not shown). 
Examples of audio warnings that can be controlled by the warning systems 
controller 116 include activating (a) the car alarm system including a 
noise generating device, (b) the car horn sounding at short frequent 
blasts, and (c) a built-in public address system to announce verbal 
warnings to other vehicles on the roadway. Examples of sensory visual 
warnings include (d) the flashing of the vehicle emergency blinkers and 
headlamps, (e) the rapid oscillation of the vehicle tail light flashers in 
a distinguishable pattern, (f) a heads-up display comprising a large 
message flashing on the windshield, and (g) a pair of flashing yellow 
lights (not shown) mounted behind the rear seat and in the rear window of 
the vehicle including an on-switch operated by the output relay (not 
shown). It is noted that the triggering of the car alarm, e.g., the 
external triggering device 104, can control the operation of other vehicle 
auxiliaries including the vehicle headlamps, tail light flashers, horns 
and the like. After the issuance of the audio and sensory visual warnings, 
the microprocessor 124 issues a reset signal to the warning systems 
controller 116 to discontinue the display of audio and sensory visual 
warnings. 
After the audio and sensory visual warnings have been activated and after 
the intervening speed and time requirements (e.g., &lt;15 mph and time 
elapsed&gt;1 min.) have been satisfied, the microprocessor 124 issues 
instructions to the throttle actuator module 118 to disable the vehicle 
accelerator. These instructions are transmitted across a communication 
link established between the throttle actuator module 118 and the central 
control 102 as shown in FIG. 1. It is noted that data travels in both 
directions on the communication link between the throttle actuator module 
118 and the central control 102 for the purpose of monitoring the status 
of the throttle actuator module 118 and sending commands. In general, the 
vehicle accelerator is disabled by placing slack in an accelerator cable 
140 as will now be described with reference to FIGS. 3A-C. 
In a typical motor vehicle which is not fitted with the automated system 
100, an accelerator pedal 142 is mounted to the floor inside the vehicle. 
The accelerator pedal 142, in turn, is connected to articulated linkage 
(not shown) for moving the accelerator cable 140 through various fulcrums 
and connection points as is known in the art. The accelerator cable 140 is 
then circuited through a first cable sheath 144 and firmly attached to a 
throttle arm 146 of the fuel feed mechanism (not shown) such as a 
carburetor or fuel injection device. Movement of the accelerator cable 140 
caused by applying pressure to and releasing pressure from the accelerator 
pedal 142 causes movement in the throttle arm 146 resulting in the 
delivery of fuel to the vehicle engine via the fuel feed mechanism. 
The throttle actuator module 118 and the corresponding accelerator cable 
140 of the present invention shown in FIGS. 3A-C replaces the factory 
installed throttle cable (not shown). The throttle actuator module 118 is 
enclosed within a throttle actuator housing 148. The first accelerator 
cable sheath 144 includes first and second cable sleeve fittings 150, 152 
with one on each end thereof for securing the first cable sheath 144 to a 
fuel feed mechanism housing (not shown) and to the throttle actuator 
housing 148. The second cable sleeve fitting 152 is anchored and secured 
to the top of the throttle actuator housing 148 through which the 
accelerator cable 140 enters. The accelerator cable 140 enters the 
throttle actuator housing 148 and immediately is wrapped underneath a 
fixed pulley 154. The fixed pulley 154 is fixed in position and rotates 
about a pulley axis 156 as shown in FIGS. 3A and 3B. 
Mounted to the left of the fixed pulley 154 (as shown in FIGS. 3A and 3B) 
is a movable pulley 158 which is mounted upon a movable axis 160 as shown 
in FIGS. 3A-C. Connected to the movable axis 160 and to the inside top of 
the throttle actuator housing 148 is a pair of pulley return springs 162 
for the movable pulley 158. The return springs 162 functions to hold the 
movable pulley 158 in position and the spring constant associated 
therewith is designated "K.sub.2 ". The return springs 162 of the movable 
pulley 158 are more clearly shown in FIG. 3C. 
It is noted that the throttle arm 146 shown in FIGS. 3A-3B includes a fixed 
lever arm 164 attached thereto which is connected to a fixed point 166 via 
a throttle arm spring 168. The spring constant associated with the 
throttle arm spring 168 is designated as "K.sub.1 ". When the accelerator 
pedal 142 is pushed, a corresponding pulling force is applied to the 
accelerator cable 140 as shown in FIG. 3A. Under normal conditions, the 
pulling force on the accelerator cable 140 causes the throttle arm 146 to 
rotate counterclockwise on its axis from the normal position while 
operating the fuel feed mechanism (not shown). When the pulling force on 
the accelerator cable 140 is removed, the throttle arm spring 168 forces 
the throttle arm 146 to rotate on its axis back to the normal position. It 
is noted that the throttle arm spring 168 is much stronger than the pair 
of pulley return springs 162 and that the spring constant "K.sub.1 " of 
the throttle arm spring 168 is related to the spring constant "K.sub.2 " 
of the pair of pulley return springs 162 in the following manner 
EQU K.sub.1 &gt;5K.sub.2 1! 
As shown in FIGS. 3A and 3B, the accelerator cable 140 passes underneath 
the fixed pulley 154 and over the top of the movable pulley 158. The 
accelerator cable 140 is then routed out the bottom of the throttle 
actuator housing 148 via a penetration (not shown). The accelerator cable 
140 is then routed through a third cable sleeve fitting 170 affixed to the 
bottom of the throttle actuator housing 148, a second accelerator cable 
sheath 172 for protection, and a fourth cable sleeve fitting 174. The 
accelerator cable 140 is then combined with an accelerator fixed lever 176 
at a connection point 178. The accelerator fixed lever 176 is attached to 
the accelerator pedal 142 and rotates about a fulcrum point 180 when the 
accelerator pedal 142 is operated as shown in FIGS. 3A and 3B. 
The movable axis 160 is clearly shown passing through the movable pulley 
158 in FIG. 3C. Each end of the movable axis 160 includes a flange 182 
that rides within a vertical sliding rail or race 184. This construction 
enables the movable pulley 158 to move in a vertical translational manner 
along the sliding rail 184 when force is applied to the movable pulley 158 
such as by the pair of pulley return springs 162. The pulley return 
springs 162 are connected to the movable axis 160 just inboard of the 
sliding rail 184 as is clearly shown in FIG. 3C. A U-shaped metallic 
bracket 186 is shown mounted directly beneath the movable pulley 158 in 
FIGS. 3A and 3B. The metallic bracket 186 includes a pair of penetrations 
with one penetration formed in each upward extending section of the 
U-shaped bracket 186. The penetrations are aligned so that the movable 
axis 160 passes therethrough and the U-shaped bracket 186 hangs from the 
movable axis 160 and extends below to movable pulley 158. 
Extending laterally from the bottom of the U-shaped metallic bracket 186 is 
a pair of bottom guides 188 which also ride in the sliding rail 184 as 
shown in FIG. 3C. The bottom guides 188 serve to prevent misalignment 
during movement of the movable pulley 158 along the sliding rail 184 
within the throttle actuator module 118. Also shown in FIG. 3C is the 
accelerator cable 140 entering the throttle actuator housing 148 via the 
second cable sleeve fitting 152, passing under the fixed pulley 154 and 
exiting via the third cable sleeve fitting 170. 
Mounted directly beneath and attached to the throttle actuator housing 148 
is an electrical solenoid 190 or equivalent motorized actuator. Mounted 
within the solenoid 190 is a moveable piston 192. The location of the 
piston 192 is controlled by the energized state of the solenoid 190. Thus, 
when the solenoid 190 is energized, the piston 192 is extended out of the 
solenoid 190 as shown in FIG. 3A. Under these conditions, the piston 192 
butts against the U-shaped bracket 186 and holds the movable pulley 158 in 
a position that maintains tension in the accelerator cable 140 and the 
pulley return springs 162 are compressed. However, when the solenoid 190 
is de-energized, the piston 192 is retracted into the solenoid 190 as 
shown in FIGS. 3B and 3C. Because of these conditions, the movable pulley 
158 and the U--shaped bracket 186 are permitted to move in a downward 
direction within the sliding rail 184. Under these conditions, the 
accelerator cable 140 becomes slack, e.g., lacks tension, and the pulley 
return springs 162 are extended in an effort to pull the movable pulley 
158 upward. 
Under normal operating conditions, the throttle actuator module 118 is not 
activated, e.g., not deployed. The electrical solenoid 190 is energized 
and the movable piston 192 is fully extended into the locked position 
providing rigid support to the U-shaped bracket 186 and the movable pulley 
158. Thus, when the accelerator pedal 142 is pushed, the accelerator cable 
140 moves through the first and second accelerator cable sheaths 144 and 
172, respectively. This permits the throttle arm 146 to be operated so 
that fuel is delivered to the engine of the vehicle to sustain 
acceleration beyond idle. 
When the throttle actuator module 118 is actuated, e.g., deployed, the 
electrical solenoid 190 is de-energized and the movable piston 190 is 
retracted. The movable pulley 158 is now free to move from the preferred 
position when the accelerator pedal 142 is pushed. The pulley return 
springs 162 assist in returning the movable pulley 158 to the preferred 
position once the accelerator pedal 142 has been pushed. This enables the 
accelerator cable 140 to remain under tension around both the movable 
pulley 158 and the fixed pulley 154 at all times as shown in FIG. 3A. The 
movable axis 160 of the movable pulley 158 is guided in a translational 
direction within the sliding rail 184 by the flanges 182 and the bottom 
guides 188. When the accelerator pedal 142 is pushed, the movable pulley 
158 is displaced downward along the sliding rail 184 by the weight of the 
accelerator cable 140. Since the pulley return springs 162 are much weaker 
than the throttle arm spring 168, the movable pulley 158 is not returned 
to the preferred position. Consequently, slack forms in the accelerator 
cable 140 as shown in FIG. 3B and pushing on the accelerator pedal 142 
does not move the accelerator cable 140 through the first and second 
accelerator cable sheaths 144 and 172, respectively. The throttle arm 146 
is not operated and the fuel delivered to the engine is sufficient only to 
sustain an idle. As a result, the throttle is essentially disabled. 
After the throttle actuator module 118 has been activated, the throttle, 
e.g., the accelerator pedal 142, is disabled so that the vehicle cannot be 
driven. This is the case even though the vehicle engine continues to idle. 
Thus, the automated system 100 does not directly disable the vehicle 
engine as do other known vehicle security systems. With the throttle 
disabled, the stolen vehicle moving along a roadway begins to slow down as 
though the driven had removed his foot from the accelerator pedal 142. 
The next step in the operational phase of the automated system 100 is to 
deploy the vehicle clutch (if fitted) and the brakes to stop the stolen 
vehicle and frustrate the theft. Because of issues relating to traffic 
safety, certain safeguard parameters are built into the automated system 
100 of the present invention. In accordance with the first subroutine of 
the program recorded on the read-only-memory 134 (see FIG. 2), the vehicle 
speed must be less than a variable value read from the read-only-memory 
(EEPROM) 134, such as a default threshold speed of fifteen miles-per-hour 
and a time elapsed before the clutch and brakes are automatically 
deployed, such as a time threshold of sixty seconds. These parameters are 
shown clearly on the flow diagram for moving vehicles shown in FIG. 9. 
Thus, the input signal from the speedometer 108 to the central control 102 
which indicates the speed of the vehicle and the contents of the first 
subroutine and the system clock are employed to satisfy these safeguard 
parameters. 
The brake actuator module 120 and the clutch actuator module 122 each shown 
on FIG. 1 are duplicate in their construction and operation. This is the 
case since each actuator module 120 and 122, respectively, is designed to 
pull a foot pedal, either the brake pedal or the clutch pedal, far enough 
to the vehicle floor to either securely apply the brakes or disengage the 
clutch. For this reason, only one of the two actuator modules 120 and 122, 
respectively, will be described in detail in FIGS. 4-7. In the following 
discussion, the brake actuator module 120 was selected for description 
since all motor vehicles are required to have brakes. However, not all 
motor vehicles are fitted with a manual clutch pedal and thus the clutch 
actuator module 122 would not be required. 
The operation of the brake actuator module 120 and the clutch actuator 
module 122 occurs almost simultaneously. These two steps appearing in the 
flow diagrams shown in both FIGS. 9 and 10 could be reversed and the 
automated system 100 would operate successfully. The microprocessor 124 
issues instructions to the brake actuator module 120 and the clutch 
actuator module 122 to deploy the vehicle brakes and the manual clutch, if 
fitted. These instructions are transmitted across a communication link 
established between (a) the brake actuator module 120 and the central 
control 102 and (b) the clutch actuator module 122 and the central control 
102 both shown in FIG. 1. It is noted that data travels in both directions 
on each of these communication links as is indicated by the double 
arrowhead on each of these lines shown in FIG. 1. 
In general, the vehicle brakes and/or manual clutch are deployed by 
securely attaching a separate wire cable 200 between (a) the motorized 
brake actuator module 120 and the brake pedal 202 and (b) the motorized 
clutch actuator module 122 and a clutch pedal. In this embodiment, the 
brake pedal 202 shall also include the equivalent of the clutch pedal 
since their operating mechanisms are equivalent. Upon receipt of a 
triggering signal, the microprocessor 124 energizes a motor 204 which via 
a set of drive gears turns a power screw 206 which drives a threaded 
sliding bolt 208. The sliding bolt 208 can be driven in either direction 
along the power screw 206. Further, the wire cable 200 is connected 
between the sliding bolt 208 and the brake and/or clutch pedal 202. When 
deployed, the sliding bolt 208 is driven in a direction that creates 
tension in the wire cable 200 so that the brake and/or clutch pedal 202 is 
pulled to the floor board of the vehicle. This structure will now be 
described with reference to FIGS. 4-7. 
The motor 204 is shown mounted within a brake actuator housing 205. The 
motor 204 serves to drive the power screw 206 through a gear train to 
provide linear motion to the threaded sliding bolt 208 as is shown in 
FIGS. 4 and 5. By providing linear motion to the sliding bolt 208, the 
motor 204 also functions to control the travel of the brake (and clutch) 
pedal 202 which is indirectly connected to the sliding bolt 208 via an 
inner brake plate 210 and the wire cable 200. The motor 204 is a 
fractional horsepower (e.g., less than 1 HP) universal type motor rated at 
24 VDC and 5000 RPM at half-voltage. A universal type motor is employed in 
this invention since the rotation of the armature reverses upon reversing 
the polarity of the supply voltage. The motor 204 must be reversible since 
the sliding bolt 208 must be driven in both directions along the power 
screw 206. 
The motor 204 causes rotation of the power screw 206 through the gear train 
as is shown in FIGS. 4 and 5. A motor shaft 212 is shown passing adjacent 
a rear structural member 214 and anchoring in a stability gear plate 216 
in FIG. 4. The gear train comprises a motor gear 218 mounted upon the 
motor shaft 212. The motor gear 218 is driven directly by the motor 204 
and engages a first intermediate gear 220 mounted upon a support shaft 222 
and anchored on the stability gear plate 216. The support shaft 222 and a 
second intermediate gear 224 rotate with the first intermediate gear 220. 
The second intermediate gear 224 engages and rotates a drive gear 226 
which is mounted upon a central shaft 228. 
The central shaft 228 is also anchored to the stability gear plate 216 as 
shown in FIGS. 4 and 5. The central shaft 228 rotates with the drive gear 
226 and is connected to and directly drives the power screw 206. The power 
screw 206 includes a plurality of threads 230 which cooperate with the 
threaded sliding bolt 208 so that the sliding bolt 208 will translate 
along the power screw 206. The direction of movement of the sliding bolt 
208 depends upon the direction of movement of the power screw 206 and the 
rotation of the motor 204. The gear ratio between the power screw 206 and 
the sliding bolt 208 is such that it creates a force sufficient to prevent 
the unauthorized driver from pulling the brake (and clutch) pedal 202 back 
into the non-deployed position. As a result, the brake actuator module 120 
removes control of the brake (and clutch) pedal 202 from the unauthorized 
driver. 
The sliding bolt 208 includes a pair of parallel arms 232 which pass 
through a corresponding pair of linear bearings 234 shown best in FIG. 4. 
The linear bearings 234 serve to (a) function as a guide to the pair of 
parallel arms 232, and (b) reduce the friction of the pair of parallel 
arms 232 of the sliding bolt 208 passing through a forward structural 
member 236. The linear bearings 234 which are known in the art are mounted 
to the forward structural member 236. The parallel arms 232 of the sliding 
bolt 208 pass through an outer brake plate 238 and the inner brake plate 
210 as shown in FIGS. 4 and 5. A pair of spring sockets 242 is formed 
between the outer brake plate 238 and the inner brake plate 210 with each 
spring socket 242 housing a compression spring 244 as is shown in the 
partial cutaway view in both FIGS. 4 and 5. The pair of compression 
springs 244 each apply a pressure to keep the outer brake plate 238 and 
the inner brake plate 210 separated. 
The outer brake plate 238 and the inner brake plate 210 are held together 
by (a) the wire cable 200 and an anchor point 246 which is held under 
tension by a brake pedal return spring 248 associated with the brake pedal 
202 shown in FIG. 5, and (b) a pair of cable tension springs 250 connected 
between the inner brake plate 210 and the forward structure member 236. 
The cable tension springs 250 cause the inner brake plate 210 to apply a 
pressure against the anchor point 246 to maintain a tension on the wire 
cable 200 connected to the brake pedal 202. The brake pedal return spring 
248 is a compression spring positioned to return the brake pedal 202 to 
the non-depressed position when foot pressure applied to the brake pedal 
202 is released. The brake pedal return spring 248 is a robust spring 
having a spring constant designated as "K.sub.3 " while the pair of cable 
tension springs 250 each have a spring constant designed as "K.sub.4 ". 
The relationship between these two spring constants is as follows 
EQU K.sub.3 &gt;2K.sub.4 2! 
Thus, the spring constant "K.sub.3 " of the pair of cable tension springs 
250 is less than the spring constant "K.sub.4 " of the brake pedal return 
spring 248. Thus, when the brake pedal 202 is released, it will return to 
the non-depressed, e.g., non-deployed position. 
Each of the parallel arms 232 of the sliding bolt 208 terminate with a 
blunt end 252 as is shown in FIGS. 4 and 5. In the non-deployed, e.g., 
normal extended, position of the brake actuator module 120, the blunt ends 
252 of the parallel arms 232 prevent the sliding bolt 208 from 
over-extending which could result in the sliding bolt 208 threading itself 
off of the power screw 206. In the deployed, e.g., non-extended, position 
of the brake actuator module 120, the blunt ends 252 function to grasp the 
inner brake plate 210 and pull it along as the sliding bolt 208 is 
threaded backwards toward the drive gear 226 of the gear train. Also shown 
in FIGS. 4 and 5 is a first cable sleeve 254 that guides and reduces 
friction on the wire cable 200. This component enables the brake and/or 
clutch actuator modules 120 and 122 to be mounted anywhere in the vehicle. 
For example, the wire cable 200 can be circuited to the forward section of 
the vehicle from the trunk without occupying much space or generating 
friction. 
In the interest of safety, a number of features are incorporated into the 
present invention to de-energize the motor 204. The features are realized 
in the form of momentary type switches that are circuited in a manner to 
disconnect electrical power to the motor 204. Typically, momentary type 
switches are low voltage, spring-operated switches that are designed to 
have a normal state, e.g., normally-open or normally-closed. The state of 
the switch changes only for the time that a force is applied to the switch 
actuator. Once the force is removed, the switch actuator returns to the 
normal state. 
In a situation where the brake (or clutch) actuator module 120 operates, 
the brake pedal 202 eventually becomes fully deployed, e.g., fully 
depressed. Under these conditions the brake pedal 202 is positioned 
closest to the vehicle floor board with hydraulic pressure applied to the 
brake shoes. The hydraulic brake system (not shown) prevents the brake 
pedal 202 from being depressed all the way to the floor board. The wire 
cable 200 is drawn tight between the brake actuator module 120 and the 
brake pedal 202. Eventually, the brake pedal 202 ceases movement but the 
motor 204 continues to rotate turning the power screw 206 and pulling the 
sliding bolt 208 to the deployed position, e.g., toward the gear train. 
Simultaneously, the blunt ends 252 on the parallel arms 232 of the sliding 
bolt 208 pull the inner brake plate 210 toward the gear train (e.g., to 
the left as seen in FIGS. 4 and 5). The fully depressed (and stopped) 
brake pedal 202 causes tension in the wire cable 200 so that the outer 
brake plate 238 is pulled to the right as seen on FIGS. 4 and 5. When the 
force of the blunt ends 252 on the inner brake plate 210 combined with the 
force of the wire cable 200 on the outer brake plate 238 overcomes the 
resistance of the pair of compression springs 244 fitted within the spring 
slots 242, the inner brake plate 210 closes upon the outer brake plate 
238. This condition could result in damage to the automated system 100 and 
to the motor vehicle. 
In order to avoid this potential damaging situation, a brake bound switch 
256 of the momentary type is positioned between the outer brake plate 238 
and the inner brake plate 210 as is clearly shown in FIG. 4. The brake 
bound switch 256 is a normally-closed switch which is open-circuited when 
the inner brake plate 210 and the outer brake plate 238 close upon one 
another. When this occurs, the normally-closed brake bound switch 256 open 
circuits interrupting electrical power to the motor 204 which stops the 
power screw 206 and the movement of the sliding bolt 208. Thus, the brake 
bound switch 256 senses when the brake pedal 202 is fully deployed to 
relieve the condition. Furthermore, the brake bound switch 256 also senses 
if an obstacle is placed in the path of and blocking the brake pedal 202 
which creates a similar condition as described hereinabove. The brake 
bound switch 256 is clearly shown on the electrical control schematic 
diagram illustrated in FIG. 8 discussed hereinbelow. 
Mounted below the power screw 206 is an upper bound column 258 and a lower 
bound column 260 as is shown in FIG. 5. The upper and lower bound columns 
258 and 260, respectively, are employed to provide structural support to 
an upper bound screw 262 and a lower bound screw 264. The upper bound 
screw 262 and lower bound screw 264 are each threaded and pass through the 
rear structural member 214 and the forward structural member 236, 
respectively, for support. Also, the upper bound screw 262 and the lower 
bound screw 264 each include a flat head 266 and 268, respectively, 
adapted for screwdriver adjustment as shown in FIG. 5. The terminal ends 
of the upper bound and lower bound screws 262 and 264, respectively, each 
include a blunt head 270 and 272, respectively. 
Passing beneath the power screw 206 and the sliding bolt 208 is a guide rod 
274. Mounted between the guide rod 274 and the upper bound screw 262 for 
stability is an upper bound plate 276. Likewise, mounted between the guide 
rod 274 and the lower bound screw 264 for stability is a lower bound plate 
278. Mounted upon the upper bound plate 276 is an upper bound sensor 
switch 280 and mounted upon the lower bound plate 278 is a lower bound 
sensor switch 282. The upper and lower bound sensor switches 280 and 282 
are each momentary-type switches similar to the brake bound switch 256. 
The upper bound sensor switch 280 is a normally-closed switch which senses 
when the brake (or clutch) pedal 202 is fully deployed. Thus, when the 
power screw 206 drives the sliding bolt 208 into the fully deployed 
position, the upper bound sensor switch 280 is depressed by the sliding 
bolt 208. The depressed upper bound sensor switch 280 interrupts the 
electrical power to the motor 204 terminating the rotation of the power 
screw 206. This action prevents the sliding bolt 208 from traveling 
through the rear structural member 214 and causing damage. 
The lower bound sensor switch 282 is also a normally-closed switch which 
senses when the brake (or clutch) pedal 202 is not deployed, e.g., the 
normal condition. Thus, when the power screw 206 drives the sliding bolt 
208 into the non-deployed position, the lower bound sensor switch 282 is 
depressed by the sliding bolt 208 at the opposite extreme of the power 
screw 206. The depressed lower bound sensor switch 282 interrupts the 
electrical power to the motor 204 terminating the rotation of the power 
screw 206. This action prevents the sliding bolt 208 from traveling 
through the forward structural member 236 and causing damage. 
In order for the motor 204 to be stopped at the appropriate time, each of 
the upper bound and lower bound plates 276 and 278, respectively, must be 
properly positioned. Therefore, adjustments must be made to the brake 
actuator module 120 and clutch actuator module 122 for each vehicle in 
which the automated system 100 is installed. The adjustments serve to 
accommodate the automated system 100 for the different brake (or clutch) 
systems and different brake (or clutch) pedals 202. Under normal 
conditions, the brake (or clutch) actuator module 120 is not deployed and 
the lower bound sensor switch 282 is closed. In order to adjust the 
position of the lower bound sensor switch 282, the flat head 268 
accommodates a screwdriver adjustment to move the lower bound plate 278 
along the lower bound screw 264 and the guide rod 274. This adjustment (a) 
sets the trip position of the lower bound sensor switch 282 by the sliding 
bolt 208 for different brake pedals 202, and (b) prevents the sliding bolt 
208 from traveling through the forward structural member 236. 
Under alarm conditions, the brake (or clutch) actuator module 120 is fully 
deployed and the upper bound sensor switch 280 is closed. In order to 
adjust the position of the upper bound sensor switch 280, the flat head 
266 accommodates a screwdriver adjustment to move the upper bound plate 
276 along the upper bound screw 262 and the guide rod 274. This adjustment 
(a) sets the trip position of the upper bound sensor switch 280 by the 
sliding bolt 208 for different brake pedals 202, (b) prevents the sliding 
bolt 208 from traveling through the rear structural member 214, and (c) 
also serves to prevent the brake (or clutch) pedal 202 from being pulled 
through the floor board of the vehicle. 
In FIG. 6, the brake (or clutch) actuator module 120 is by way of example 
shown mounted to the back of a firewall 284 of the vehicle. The wire cable 
200 is shown passing through the brake (or clutch) actuator housing 205 
via the first cable sleeve 254 and into a protective sheath 286. The wire 
cable 200 passes through the protective sheath 286 and a second cable 
sleeve 288 into a protective enclosure 290 which shields the wire cable 
200 (shown best in FIG. 7). The protective enclosure 290 serves to prevent 
the unauthorized driver from cutting the wire cable 200 with heavy-duty 
cutting equipment or a hacksaw device at a location where the wire cable 
200 might otherwise be exposed. The protective enclosure 290 is typically 
attached to the floor board of the vehicle with bolts or other suitable 
means and prevents casual defeating of the brake (or clutch) actuator 
module 120. 
The protective enclosure 290 is comprised of tempered sheet metal or other 
high strength material and includes a flared front end 292. The flared 
front end 292 accommodates a heavy-duty steel bracket 294 which is 
securely attached to a brake (or clutch) pedal arm 296 with, for example, 
a steel bolt 298 as shown in FIG. 7. The wire cable 200 is shown 
terminating within the steel bracket 294 by firmly attaching a spherical 
object 300 to the wire cable 200. A recess 302 shaped at the end of a 
channel 304 formed through the steel bracket 294 captures the spherical 
object 300 as shown in FIG. 7. Thus, the wire cable 200 is securely 
attached to the steel bracket 294. Note that the brake pedal arm 296 is 
shown in both the non-deployed condition (in phantom) and in the deployed 
condition after the brake (or clutch) actuator module 120 is actuated. 
When a triggering signal is received from the exterior triggering device 
104, the microprocessor 124 instructs the clutch actuator module 122 and 
then the brake actuator module 120 to activate. The brake actuator module 
120 will typically be in the reset position for normal, e.g., not 
deployed, operation wherein the sliding bolt 208 is positioned at the 
right end (as seen in FIGS. 4 and 5) of the power screw 206. The wire 
cable 200 is under some tension since the brake pedal 202 is not 
depressed. This condition causes the inner and outer brake plates 210 and 
238, respectively, to be located immediately adjacent to the blunt ends 
252 of the parallel arms 232 of the sliding bolt 208. Further, the pair of 
cable tension springs 250 shown in FIG. 4 are extended in an effort to 
pull the inner and outer brake plates 210 and 238 in the direction of the 
forward structural member 236. 
Under normal conditions when the brake (or clutch) pedal is depressed, the 
sliding bolt 208 continues to be positioned at the right end (as seen in 
FIGS. 4 and 5) of the power screw 206. However, the depressing of the 
brake pedal 202 places slack in the wire cable 200 resulting in the pair 
of cable tension springs 250 pulling the inner and outer brake plates 210 
and 238, respectively, in the direction of the forward structural member 
236. 
After the brake (or clutch) actuator module 120 has been deployed, the 
motor 204 is energized which rotates the power screw 206 via the gear 
train. The power screw 206 drives the sliding bolt 208 in the direction of 
the gear train (as seen in FIGS. 4 and 5) placing a tension on the wire 
cable 200. The tension in the wire cable 200 causes the brake (or clutch) 
pedal 202 to be depressed which engages the brakes (or clutch) of the 
vehicle and the vehicle stops. Upon further rotation of the power screw 
206 by the motor 204, the force applied by the wire cable 200 and wire 
anchor point 246 on the outer brake plate 238 combined with the force 
applied by the pair of cable tension springs 250 to the inner brake plate 
210 exceeds the resistance of the pair of compression springs 244. 
Consequently, the inner brake plate 210 and the outer brake plate 238 are 
forced together opening the normally-closed brake bound switch 256. The 
motor 204 is then de-energized and the power screw 206 ceases to rotate. 
The brakes and clutch remain in the deployed condition and the stolen 
vehicle cannot be moved. 
A motor control circuit 300 for the automated system 100 is shown in FIG. 
8. It is noted that there is a separate motor control circuit for each of 
the adjustable range actuator modules whether they are of the throttle, 
brake or clutch variety. The motor control circuit 300 is typically 
located within the throttle actuator housing 148 for the throttle actuator 
module 118 shown in FIGS. 3A-C. However, the motor control circuit 300 for 
the brake actuator module 120 (or clutch actuator module 122) is located 
within the brake actuator housing 205 (or equivalent clutch actuator 
housing) shown in FIGS. 4 and 5. 
A terminal pad 302 is provided for each motor 204 which comprises four 
electrical input wires carrying power and control signals. The terminal 
pad 302 is clearly shown in FIG. 8. The four input signals are shown as 
monitored parameters delivered to the input ports 128 of the central 
control 102 in FIG. 2 for controlling operation of the motor 204. Also, 
the four input signals are shown as inputs circuited to the motor 204 in 
the brake actuator housing 205 in FIG. 4. The four input signals appearing 
on the terminal pad 302 include the 12 volt direct current power (PWR) 
supply designated "V.sub.DD ", an electrical ground connection "GND", a 12 
volt power control signal designated "C.sub.PWR " and a 12 volt direction 
control signal designated "C.sub.DIR ". 
The motor control circuit 300 comprises a first voltage regulator 304 for 
regulating the control power signal from +12 volts d.c. to +5 volts d.c. A 
second voltage regulator 306 regulates the control direction signal from 
+12 volts d.c. to +5 volts d.c. The regulation is completed in a manner 
well known in the art. Thus, terminal pad 302 now provides the +12 volt 
d.c. power input "V.sub.DD ", the +5 volt d.c. control power signal 
designated "C.sub.P " and the +5 volt d.c. control direction signal 
designated "C.sub.D " to the motor control circuit 300 as shown in FIG. 8. 
The motor control circuit 300 also comprises a plurality of three grounded 
relays and the three momentary-type mechanical push button switches 
including the brake bound switch 256, the upper bound sensor switch 280 
and the lower bound sensor switch 282 discussed in conjunction with the 
brake (and clutch) actuator module 120 in FIGS. 4 and 5. The first of the 
three relays is a power relay 308 which is rated for a throughput voltage 
of up to 250 volts d.c. However, the voltage necessary to operate the coil 
310 of the power relay 308 is +5 volts d.c. The power relay 308 is shown 
in FIG. 8 as receiving the +12 volt d.c. power input "V.sub.DD " and the 
+5 volt d.c. regulated control power input "C.sub.P " and is also 
connected to electrical ground. When the +12 volt d.c. threshold voltage 
and control signal "C" are present, the relay coil 310 energizes causing a 
throughput terminal 312 to close and relay 308 to conduct and function 
like a switch. 
As a result of the conduction of power relay 308, +12 volts d.c. is placed 
upon the input terminals 314 of a first direction control relay 316 and 
the input terminals 318 of a second direction control relay 320 as shown 
in FIG. 8. Each of the direction control relays 316 and 320, respectively, 
exhibit the same construction and operate in the same manner as that of 
the power relay 308. Thus, the throughput voltage of relays 316 and 320 is 
up to 250 volts d.c. with each having a relay coil 322 and 324, 
respectively and a throughput terminal 326 and 328, respectively. 
The input signals delivered to first and second directional control relays 
316 and 320 include the +12 volt d.c. input from power relay 308 and the 
+5 volt d.c. control direction signal "C.sub.D " and each relay 316 and 
320 is connected to electrical ground. When the +12 volt d.c. threshold 
voltage and control signal "C.sub.D " are present at either one or both of 
the first or second direction control relay 316 or 320, respectively, the 
appropriate relay coil 322 and/or 324 energizes causing the appropriate 
throughput terminal 326 and/or 328 to close. This action determines which 
motor terminal "M.sub.1 " or "M.sub.2 " shown in FIG. 8 is energized and 
consequently controls the voltage polarity and the direction of rotation 
of the universal motor 204. A "Truth Table" is included in FIG. 8 which 
enables one to determine the direction of rotation of the motor 204 based 
upon the wiring of the motor control circuit 300 and upon which controls 
signals, e.g., "C.sub.P " and/or "C.sub.D ", are present. 
It is noted that the momentary-type switches including the brake bound 
switch 256, and the upper and lower bound sensor switches 280 and 282, 
respectively, are connected in series between the power relay 308 and the 
first and second directional control relays 316 and 320, respectively. The 
momentary-type switches are present to interrupt the power supply to the 
motor 204 under the conditions previously discussed in conjunction with 
the brake (or clutch) actuator module 120. 
It is noted that once the automated system 100 is activated, it remains 
active. The +12 volt d.c. power supply needed to operate the motor control 
circuit 300 can be obtained from either the vehicle battery or it can be 
provided by a separate battery. Under these conditions, the power source 
for the automated system 100 can be recharged when the vehicle ignition is 
switched-on and then be completely separate from the vehicle electrical 
system when the ignition is switched-off by employing a plurality of known 
transistor and relay circuits to prevent short circuiting of the automated 
system 100 when the vehicle is parked. 
FIGS. 9 and 10 set forth the flow diagrams for the situations in which (a) 
the automated system 100 is activated while the stolen vehicle is moving, 
and (b) the automated system 100 is activated while the vehicle is parked. 
Each of the steps of these flow diagrams has been exhaustively discussed 
in the present specification. In FIG. 9, the audio control module 110 is 
instructed to disconnect the vehicle sound system 114 so that the warning 
systems controller 116 can announce warnings to the unauthorized driver. 
Next, the vehicle throttle is disabled since the vehicle is moving. Once 
the safety parameters e.g., less than 15 mph and greater than one minute 
elapsed time! have been satisfied, the vehicle clutch and brake systems 
are deployed. The vehicle is then stopped with the motor running. In FIG. 
10, the warning systems controller 116 issues the appropriate warnings and 
the vehicle throttle is disabled to prevent the vehicle from accelerating 
and moving under the power of the engine. Thereafter, the vehicle brakes 
are deployed and the parked vehicle is immobilized. 
The present invention provides novel advantages over other vehicle security 
systems known in the art. Main advantages include the automatic disabling 
of the vehicle throttle and deployment of the vehicle brakes and clutch. 
This action is accomplished without the need to directly disable the 
vehicle engine so that the unauthorized driver, who may be a carjacker, is 
frustrated in the theft after the vehicle has been taken. 
While the present invention is described herein with reference to 
illustrative embodiments for particular applications, it should be 
understood that the invention is not limited thereto. Those having 
ordinary skill in the art and access to the teachings provided herein will 
recognize additional modifications, applications and embodiments within 
the scope thereof and additional fields in which the present invention 
would be of significant utility. 
It is therefore intended by the appended claims to cover any and all such 
modifications, applications and embodiments within the scope of the 
present invention. Accordingly,