AN INTERLOCK FOR A LOCKING MECHANISM

Abstract: An interlock for a locking mechanism incorporating a linearly movable lock actuating member (LR), the interlock comprises a housing (201) with a slidable control member (206) mounted therein, a slidable plunger (209) mounted in the housing, a bracket (BR) rigidly interconnecting the lock actuating member (LR) and the control member (206) so that lock operating movement of the member (LR) is not possible without movement of the control member (206) and releasable latching means (214) which when operative locates the end (212) of the plunger (209) out of the path of travel of an abutment (207) on the control member (206) to permit linear lock actuating movement of the member (LR).

Description: AN INTERLOCK FOR A LOCKING MECHANISM This invention provides a deadlock for the lock mechanism of a vehicle door, bonnet, boot lid or hatch back and in particular those lock mechanisms which incorporate an axially movable member, such as a control rod. In most systems of the above type axial movement of the control rod effects actuation of the door locking mechanism in an unlocking or locking mode. This invention introduces into the lock operating mechanism a device which can (when required) prevent manual axial movement of the control rod, as is the common method used for the actuation of the locking mechanism. The device can also be incorporated in the locking mechanism of the doors of the vehicle which are able to be actuated by a key from the exterior of the vehicle. Other uses for the device are in the immobilisation of boot and bonnet or hatch back locking mechanisms o ' f a vehicle. In its broadest form the invention can be said to comprise a deadlock for a locking mechanism incorporating an elongated longitudinally movable control member, said interlock comprising a housing, bearing means in the housing to guide said control member, a plunger slidably supported by the housing with an axis of sliding at an angle to the axis of movement of the control member, latching means which when operated locates the plunger in a retracted position with a free end of the plunger out of alignment with first abutment means on the control rod to allow the control rod to be longitudinally movable and which when not operated results in the free end of the plunger lying in the path of travel of the abutment means to at least restrain longitudinal movement of the control rod. Several embodiments of the invention will now be described with reference to the accompanying drawings in which:- Figs. 1 and 2 are schematic views of a first embodiment, Figs. 3 and 4 are schematic views of a second embodiment, Figs. 5 and 6 are schematic views of a third embodiment, and Fig. 7 is a wiring diagram for an interlocking system incorporating the elements of the third embodiment. Referring to Figs. 1 and 2 showing a control element of a door lock, specifically a rod 1 with a knob 2 at its upper end. The rod 1 would in a normal door lock mechanism have an out-turned leg to engage with and so actuate the door locking mechanism but in accordance with the invention this leg is replaced by a stud 3 on a sleeve 4 rotatably mounted on the rod 1. The stud has a threaded part 5 on which is mounted a nut and washer combination 6. The plunger arrangement is intercpnnected with the door locking mechanism by the stud 3. The sleeve 4 has a short slot 7 therein housing a pin 8 fixed to the rod 1. In this way the rod 1 can be partially rotated relative to the sleeve 4 and the mechanism coupled thereto by the stud 3. At the lower end of the rod 1 there is another pin 9, which for convenience is shown projecting from both sides of the rod 1. The pin 9 is adapted to be slidable through a slot 10 in a bracket 11 adapted to be fixed to the interior of the door to be locked. In operation the locking mechanism can be operated by the vertical movement of' the rod 1, oriented so that the pin 9 will pass through the slot 10, this is preferably achieved by the pin 8 " engaging a first end of the slot 7. When the pin 9 has passed through the slot 10 in a plunger depressing (door locking) movement the plunger is then turned to the limit determined by the other end of the slot 7 thereby misaligning the pin 9 and the slot 10 and preventing the rod from being raised. When the mechanism is to be released by a rod upward movement the rod is first rotated so the pin 8 engages the first end of the slot 7. The foregoing is appropriate for a door where there is no provision for the locking mechanism to be unlocked by a key from outside the vehicle. In the latter case the mechanism must be modified and one form of modification is shown in Fig. 2. Again there is a rod 1 with a knob 2 and a pin 8 fixed to the rod and movable in a slot 7 in a sleeve 4. The connection of the rod to the lock mechanism is through a cranked end part 12. In this arrangement the pin 9 is above the pin 8 and is positioned so as to be associated with a slot 13 in a yoke 14 such that the pin 9 when oriented in a .first direction will pass between the legs of the yoke and when not so oriented will not pass therebetween. The * yoke 14 is coupled to a "U" shaped support frame 15 having legs 16 with slots 17 through which the rod 1 passes. The yoke 14 and the frame 15 are connected to a plunger 18 of. a solenoid arrangement 19 which is biassed to the extended position by a spring 20. The frame 15 carries a first switch operating lug 21 and the rod 1 carries a second switch operating lug (in the form of a circular plate) 22. There is also shown a key operated device 23 having an arm 24 coupled (in a manner not shown) to the locking mechanism, and a switch 26 and an operating lug therefor indicated 25. -xT S OMP ^> WIP The arm 24 and the lug 25 are both mounted on the device 23 but are not themselves interconnected except through the device 23. The operation of the Fig. 2 arrangement will now be described with reference to the electrical switches 26, 27 and 28, the first two being normally in the open condition and the last being normally closed. Assuming the arrangement is as shown in Fig. 2 with the rod 1 depressed, it would be fi itrst turned to move the pin 9 through 90 degrees thereby preventing the rod 1 from being moved vertically. The vehicle door is thus locked and cannot be opened by lifting the rod 1. When the door has to be opened the owner inserts a key into the device 23 and turns it anti-clockwise as shown in Fig. 2, this being normally the direction of key movement for door locking, which action is still possible with the present invention as will be later described. When the key is turned as proposed above (remembering that the door is already locked) the lug 25 engages the plunger of the switch 26 to bring the contacts of the switch into engagement. This directs electrical current t > the solenoid 19 causing the plunger 18 to retract into the solenoid. The ϋ frame and the yoke are moved to the position where the pin 9 is clear of the end of the yoke and the lug 21 depresses the plunger of the switch 27 bringing the contacts thereof into engagement. The switch 27 places the solenoid in direct line with the electrical supply so that when the key device 23 is turned clockwise, to release the locking mechanism and remove the lug 25 from contact with the plunger of the switch 26, there will still be electrical current to the solenoid. The clockwise rotation of the key device 23 moves the arm 24 causing the locking mechanism to be unlocked with resultant raising of the rod 1, which is possible as movement of the pin 9 is no longer obstructed by the legs of the yoke 14. As the rod 1 rises the plunger of the switch 28 is depressed by the lug 22 thereby breaking the supply of current to the solenoid. The spring thereupon returns the yoke and the frame to the position shown in Fig. 2. The door is now unlocked. In a locking operation of the door the plunger would be oriented as shown in Fig. 2 and depressed to pass the pin 9 through the yoke slot 13 and would then be turned through 90 degrees. The door is then slammed shut with the locking mechanism in the lock position. In a second form of the invention, see Figs. 3 and 4, the objective is as before but does not require part rotation of the control rod. Specifically this embodiment involves devices which can be of the control type or the slave type. The control type incorporates a key operated mechanism which provides control signals for the operation of slave devices. In a preferred arrangement the front doors of a vehicle would each be provided with a control device so that in the unlikely event of one of the control devices failing the other would allow access to the vehicle. A slave device would be used on any other door of the vehicle having a plunger type lock mechanism. In the drawing Figs. 3 and 4 the control unit will be seen to comprise two parts, one part indicated 101 is the same as a slave unit and it is electrically connected to an actuator 102. The unit 101 comprises a mounting frame 103 on which there is mounted two unbiassed solenoids indicated SA4 and SB4. The initials SA indicate solenoids for A group and SB indicates solenoids for B group. The group A solenoids are for securing the locked plungers of the vehicle doors and the group B solenoids are for un-securing the locked plungers of the vehicle doors. styrat OMPI ^ VIPO V ATIO The operating rods 105 and 106 of the solenoids SA4 and SB4 respectively are engaged with the ends of a lever arm 107 pivotted at 108 to the mounting frame 103. The rod 105 has a head 109 to bear on the lever 107 when the rod 105 moves into the solenoid and the rod 106 has a catch block 110 fixed to it for the same purpose. The catch block 110 has a slot 111 in it and the door lock operating plunger 112 passes through the slot 111 and is preferably supported in a bearing bracket 113 fixed to the mounting plate 103. The plunger 112 by virtue of its connection to the door locking mechanism, which is not shown btit is of well known form, is unable to rotate so that a peg 1.14 on the plunger 112 is always aligned with the slot 111. In the position illustrated the plunger 112 is raised so the door locking mechanism is unlocked and the solenoid rod 106 is withdrawn -so that the plunger rod peg 114 can pass freely thro igh the slot 111 as the plunger is thrust down in a locking action. The ...itch block 110 is retained in the position shown by a detei t device indicated 115 comprising a ball 116 engaged in a recess 118 in the catch block. When the catch block 110 is th_ust to the ri jht by the operation of the solenoid SA4 and its lever connection to the rod 106 of the solenoid SB4, the ball 116 will engage in the recess 117. If the plunger 112 is depressed, to lock the door lock mechanism, and the ball 116 lies in the recess 117 then the plunger is secured in the locked position making it impossible for an unauthorised entry to the vehicle by upward manipulation of the plunger 112. The solenoids of the slave and control units are activated as required by the actuator 102 which comprises two switches 1 19 and 120 which, in the mechanical configuration illustrated, are cam operated. The operation of each of the switches 119 and 120 is by diametrically disposed pairs of pins 121 on opposite sides of a disc 122 on an axle 123 supported at its ends in plates 124 used to unify the switches 119 and 120. Thus, as the disc is turned through each 90 degrees of rotation, the pins 121 will cause the switches 119 and 120 to be alternately activated for a short time sufficient to activate a solenoid. The disc 122 is rotated by a bifurcated member 125 pivotally supported on an arm 126 projecting from a key operated disc 127 at a location eccentric to the axis of rotation of the key operated disc 127. The arm 126 has an upturned portion 128 which supports one end of a tension spring 129 coupled to the member 125 for a purpose to be described. In a door locking and securing operation all doors of the vehicle excluding the door having the control unit to be key operated are closed and the. lungers thereof are depressed. The plunger of the door with the control unit to be key operated then has its plunger depressed and the door is slammed shut and will, as is well understood, be thus locked. The peg 114 will then be in the position 114a. The key is then inserted in the key operated assembly comprising the disc 127 and the key is turned from its central position in a direction to rotate the disc 127 a part turn in a clockwise direction. The eccentric location of the arm 126 on the disc 127 will cause movement of the bifurcated member 125 in a direction to engage one of the legs of the member 125' with a pin 121 to rotate the disc 122 through approximately 90 degrees. As the disc 122 rotates another of the pins 121, 180 degrees out of phase with the pin 121 engaged by the leg of member 125, will be moved over the operating member of the switch 1-20 causing an electric current to be fed to solenoid SA4 and to solenoids SAl, SA2, and SA3 of the slave units of the other three doors of the vehicle. As a consequence the rods 105 of the SA solenoids will be retracted and the catch blocks 110 will be moved from left to right to lodge over the pegs 14a of the depressed plungers. The ball 116 will then be in the depression 117. The plungers 112 cannot now be raised without the release of the pegs 114a. The key is then returned to the normal ' orientation and in so doing the disc 127 is turned anti-clockwise and the back faces of the legs of the member 125 will, because of the spring 126, ride up and over t !* n. next pin 121 on the disc 122. The key can then be remov.i . In the door ur. >cking operation, the key is inserted, it is turned to move i.he disc 127 clockwise, a pin 121 will momentarily energise the S3 solenoids and the rods 106 will be retracted. The key will then be turned to move the disc 127 anti-clockwise beyond the normal key inserting- orientation into the plunger operating mode whereby the plunger will, in accordance with the? normal operation of the locking mechanism which is not affected by the insertion of the devices of this invention, cause the plunger of the key operated door to lift. This door can then be opened from outside by use of the normal door opening handle. The key is returned to th-2 key insertion orientation and can be removed. It is to be noted that when the plunger 112 is depressed and the SA solenoids are activated, any rotation of the key to O PI ^ATiq the plunger lifting position prior to a subsequent activation of the SB solenoids will not achieve lifting of the plungers 112 which will be secured by the catch blocks 110 over the pegs 114a. The operation of the device having now been fully described several important security features of the device are to be noted. The plungers cannot be raised by hand from outside the car once they have been secured, even if a thief was to break a door window. Once the * car door locks are unsecured the plungers can be used in the normal fashion so that a person locking himself in t e car for safety can unlock the doors by actuation of the plungers from his position inside the car. In the event that the battery of the vehicle becomes flattened then it would be possible to connect into the solenoid circuits by means of a terminal for an auxiliary battery. The terminal would best be placed in the boot of the vehicle to which the owner of the vehicle could gain access as he would have the boot and door keys in his possession. In an alternative arrangement the switching device just described could be replaced by a separate key operated device as shown in Fig. 4 comprising two switches 119 and 120 as before and an actuator 130 with two arms 131 and 132. By rotation of the actuator 130 by a key the arms 131 and 132 can be brought to bear respectively on the spring loaded plates 133 and 134 to force them onto the operating members of the switches 119 and 120 * The remainder of the operating members are the same as shown in Fig. 3. In such an arrangement the key control of the normal door locking devices are left untouched and the securing devices are provided with their own operating keys. Whilst the foregoing description has dealt with a specific arrangement where the door locking devices include plunger type operating members, in most vehicle rear doors (in a ' four door vehicle) the space available in the door adjacent the plunger would be inadequate for the mounting of the securing unit. In such cases the securing unit would be arranged to operate on the link means connecting the plunger unit to the actual door lock. This link means is usually a substantially horizontal rod and it is provided with a lug 114 as was the plunger rod 112 in the described arrangement. Apart from this variation the functioning of the slave securing unit would be the same as if it was mounted on the plunger rod 112. Whilst the securing unit has been developed primarily for the plunger type lock operation there are some vehicles where the lock means actuators are positioned on the inner surfaces of the doors. In such cases the locking device in the door is connected to the lock actuator on the door by a substantially horizontal rod internal of the door. With such arrangements securing devices as hereinbefore described can be used except that they are positioned in operative relationship to the rod between the lock actuator and the lock instead of on the plunger rod. In a third and presently preferred form the invention is as shown in Figs. 5 and 6 where 201 is a support frame with a back 202 and upper and lower support legs 203 and 20A. The upper and lower legs include openings 205 to allow axial movement of a control rod 206, which for convenience is shown in a vertical orientation. The control rod 206 may form part of the actuation mechanism of a door locking mechanism and a collar 207 is fixed to the control rod 206. As illustrated however the rod 206 is connected through a bracket BR to a door locking mechanism rod LR having an operating knob K and a tail T to operate the door locking mechanism. Fixed to the frame back 202 there is a solenoid 208 with a moving plunger 209. Fixed to the plunger 209 there is a connecting plate 210 which is fixed to a latch rod 211 which lies parallel to the plunger 209. A forward projection 212 of the plunger 209 is supported in a bearing opening in a bearing plate 213 fixed to the lower leg 204 of the support frame 201. The latch rod -211 operates a switching-latching mechanism 214 which will retain the latch rod 211 retracted after a first retraction of the control plunger 209 by momentary energisation of the solenoid 206, thereby removing the end 212 of the rod 209 from overlying locking relationship with the collar 207. When the solenoid 208 is again momentarily energised a slight retraction of the plunger 209 and rod 211 is sufficient to unlatch the switching-latching mechanism 214 to allow the catch rod end 210 to again overlie the collar 207 on the control rod 206. In this way the control rod movement can be allowed or prevented at will by energisation of the solenoid 208. This can be conveniently achieved, for example, by a key operated switch accessible from the exterior of the vehicle. It is to be noted that if an attem t is made to raise the rod 207 which is the direction for t e unlocking of the lock mechanism, the upthrust of the collar 207 on the plunger 212 will cause the end 212 to bear on the upper face of the bearing opening in the bearing plate 213 and in this way the switching-latching mechanism 214 wil be substantially OMPI ? relieved from any stresses resulting from forceful uplifting of the rod 206. It will be seen that there is another collar 215 on the rod 206 with an arm 217 which operates a switch 218 to "open circuit" condition when the rod 206 is in its "forwards" dotted position coinciding with the door unlock condition. When the rod 206 is pulled down (door lock condition) the switch 218 is released to closed circuit condition to connect the solenoid 208 to its powering circuit. This is a safety feature ensuring the solenoid 208 cannot be energised if the rod 206 is not in its door lock condition. If a door is not locked and the system is energised on a vehicle an indicator, in a set of indicators for all of the units of a vehicle, will be in the "off" condition enabling the vehicle owner to detect that condition and take remedial action. Fig. 6 illustrates a modified arrangement for the locking of the vehicle bonnet. This unit is as before except there is a spring collar 220 on the rod 206 with a spring 221 biassing the rod 206 in the direction of the arrow "A". The spring collar 220 is also connected to a cable 222 connected to the latch hook 223 (shown diayramatically) of the bonnet latch which is biassed by a spring 224 to engagement with a plunger 225 on the bonnet. The bonnet latch is normally released by a pull on cable 226 but upon energisation of the system the pulling effect on cable 226 is resisted through cable 222 by the rod end 212 lying in the path of the collar 207. The basic control units having been described, reference will be made to Fig. 7 which is " a wiring diagram showing several units interconnected electrically with indicators to show that the units are operational. In the diagram the units are labelled Ul to U5 being located, typically, on the four doors of a vehicle and on the bonnet lock of a vehicle. There are light emitting diodes LED 1 - 5. Fuses Fl to F3 and relays Rl and R2 are also incorporated in the circuits illustrated. In service the units can be operated by either of two key switches KSl or KS2 to enable entry to the vehicle from one or other of two doors thereof. In a typical operational sequence with the latch rods 211 retracted the control rods 206 of door units Ul to U3 would be depressed to lock the door thereby positioning the collars 207 below the plunger ends 212. The door locking key lock of the fourth door would be operated to cause the rod 206 of Unit U4 to b_e lowered. The vehicle doors are now conventionally locked and by operation of KSl or KS2 the OMPI solenoids 208 of units Ul to U2 (depending on the number of units in service) would be operated to de-latch the rods 211 and locate the plunger ends 212 over the collars 207. At the same time the auxilliary -unit U5 would be operated. From the circuit diagram it will be seen that terminals B of relays Rl and R2 are powered from the positive battery terminal through fuses Fl and F2, as is the socket S through fuse F3. Connection of contacts in KSl activates relay Rl to connect terminal B to terminal H. Power is thus supplied to Units Ul to U5 to achieve interlock of the rod ends 212 with collars 207 and results in connection of a contact set in switch 214 to connect the corresponding LED to earth so they will be illuminated so long as the interlocks 212-207 are operative. This is possible only when over-ride switch O/S is in the '*ON" position. The over-ride switch is provided so that if the vehicle is to be left for a long time with the system operated the LEDs can be turned off to prevent the vehicle bettery being discharged excessively. Upon release of the key in switch KSl the relay Rl is deactivated. The same sequence can be achieved by using KS2 in place of KSl. In a release operation a key operated in KSl or KS2 will power the appropriate relay Rl or R2 and a pulse is sent to the solenoids Ul to U5 to cause the retraction of the rod ends 212 from overlying relationship with collars 207 with associated "latching back" ' of the rods 211 and 209. The LEDs will be disconnected from earth by the operation of switch 214 and will no longer be illuminated. The door locking members on the doors having the locking keys can then be activated in the normal manner and any other doors can be manually unlocked. As a further aspect of the overall safety system the switching ability of member 214 of the bonnet latch U5 (but any of the others may be used) is caused to ground the coil to distributor lead of the motor vehicle engine when the unit U5 is preventing bonnet opening. Thus if a break-in was achieved by smashing a vehicle window the vehicle engine could not be started and the interruption to the vehicle wiring could ' not be rectified as access to the engine compartment is denied. The socket S (and preferably the over-ride switch O/S) is located externally in an obscure location, e.g. in the boot of a vehicle or in a compartment under the vehicle body, so that a jumper lead can be attached to power up the locking circuit in the event that the vehicle battery has become discharged.

Claims: The claims • - 1. An interlock for a locking mechanism incorporating an elongated longitudinally movable control member, said interlock comprising a housing, bearing means in the housing to guide and support a control member, a plunger slidably supported on the housing with an axis of sliding at an angle to the axis of movement of the control member, latching means which when operated locates the plunger in a retracted position with a free end of the plunger out of alignment with first abutment means on the control rod to allow the control rod to be longitudinally movable and which when not operative results in the free end of the plunger being in the path of travel of the abutment means to at least restrain the longitudinal movement of the control rod. 2. An interlock as claimed in claim 1 wherein the plunger is the armature of a solenoid. 3. An interlock as claimed in claim 2 including a control switch mounted on the housing and engageable by second abutment means on the control rod when said latching means is in its operated condition to render said switch means non conductive. 4. An interlock as claimed in any one of claims 1 to 3 wherein the latching means includes a switch means which is rendered non-conductive when the latching means is in the operative condition. 5. A plurality of interlocks for a plurality of locking mechanisms to provide an interlock system, said interlocks being as claimed in any one of claims 1 to 4 and including couplings between the control rods of the respective interlocks and locking mechanisms and wherein said system comprises at least one key operated switch to provide a momentary connection of the interlocks of said system to an electrical power supply to energise an armature coil around said plungers to effect latching or delatching of -said latching means. 6. A plurality of interlocks for a plurality of locking mechanisms to provide an interlock system, said interlocks being as claimed in claim 2 or claim 3 and wherein said control switches are interposed in the power supplies to said solenoids. 7. A plurality of interlocks for a plurality of locking mechanisms to provide an interlock system, said interlocks being as claimed in claim 4 wherein the switching means on ΓORI^ said latch means is interposed in the power supply line to ' circuit monitoring indicators. 8. A plurality of interlocks for a plurality of locking mechanisms to provide an interlock system, said interlocks being as claimed in claim 7 wherein the system is in a motor vehicle and wherein the switch means of the latching means is also interposed in the circuit of the ignition system of the vehicle engine to break the electrical connection between a coil and a distributor of the ignition system for the vehicle engine when the latch means is in the non operated condition. 9. An interlock for a locking mechanism incorporating an > elongated longitudinally movable control member, said interlock comprising a housing, bearing means in the housing to slidably support said control member, a first abutment surface on the control member, a second abutment surface on the control member, a solenoid mounted on the housing with the armature of the solenoid longitudinally movable along an axis which intersects the axis of movement of the control rod at 90 degrees, a switching latching member mounted on the housing with a plunger axially movable in a plane parallel to the axis of movement of the solenoid armature, a rigid interconnection between the armature and the plunger so that they will move in unison, said switching latching member having a latching function with a first latch • position in which the free end of the armature lies outside the 'path of travel of the first abutment surface when the control rod is moved and a second latching position in which the free end of the armature lies in the path of travel of the first abutment surface when the control rod is moved, said switching latching member having a switching function in which electrical contacts are disconnected when the first latch position is engaged and are connected when the second latch position is engaged, biassing means urging said switching latching member towards a second latch position, a control switch mounted on the housing a d interposed between a power supply and said solenoid and adaoted to be electrically conducting when not engaged by said second abutment surface and to be electrically non conductive when engaged by the second abutment surface, the spacing apart of the first and second abutment surfaces being such that when the control rod is in a locking mechanism interlocking position with said switching latching member in the first latch position the control switch is engaged by the second abutment surface and when a control rod is in a locking mechanism locking position with a switching latching means in the second latch position the control switch is not engaged by the second abutment surface.

Inventors: MANCHE ERIC JOSEPH, MANCHE, ERIC, JOSEPH
Applicants: ROVILE PTY LTD, ROVILE PTY. LIMITED
Application year: 1984
Main classification: E05B65
IPC codes: E05B65