Abstract:
An anti-theft steering wheel has a box-like housing in its central transverse hub portion disposed below the plane of the surrounding annular steering wheel ring portion. The housing is secured to the steering shaft upper end to rotate therewith and has a pair of parallel spaced longitudinal tubular passageways. A pair of metal security rods telescopically mounted in the tubular passageways are movable between a fully retracted position within the tubular passageways and a fully extended position extending radially outward from laterally opposed sides of the steering wheel central transverse hub portion a sufficient distance beyond the annular ring portion to obstruct and prevent effective rotation of the steering wheel. A security rod release button protruding from the rear of the central hub portion simultaneously moves a pair of spring biased detent pins in the housing between a latched position engaged with the security rods to maintain the rods in the fully retracted position and an unlatched position disengaged from the security rods. A pair of latch members connected with a key lock are movable between a latched position engaged with the security rods to maintain the rods in the fully extended position and an unlatched position disengaged therefrom to allow retraction thereof. The key lock has a key receiving portion on the front of the steering wheel for receiving a key that moves the latch members to their unlatched position to allow retraction of the security rods.

Description:
BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     This invention relates generally to steering wheel vehicle anti-theft devices, and more particularly to an anti-theft steering wheel for vehicles that prevents the steering wheel from being turned and also prevents access to the steering wheel attachment nut to prevent steering even if the steering wheel is destroyed. 
     2. Brief Description of the Prior Art 
     There are several patents that disclose various steering wheel locking apparatus having rods. However, none of these have the housing of an anti-theft device molded into the central transverse hub portion of the steering wheel below the plane of the steering wheel ring portion wherein the housing is secured to the upper end of the steering shaft and encloses the steering wheel attachment nut. The present anti-theft steering wheel not only has extendible rods to prevent the steering wheel from being turned but also prevents access to the steering wheel attachment nut to prevent steering even if the steering wheel is cut or destroyed. 
     Coto, U.S. Pat. No. 5,653,132, discloses a steering wheel locking apparatus having an extendible rod that is slidably mounted in a tubular spoke that is integral with a side of the rectangular horn or airbag housing assembly of the steering wheel. In one embodiment the rod has a plurality of spaced apart annular recesses on its inward facing end. In another embodiment the rod has a link chain with plurality of spaced links at its inward facing end. A rotatable latch of a key lock mounted on the spoke engages a selected recess or chain link to lock the rod in a retracted or extended position. The spokes, rod, and chain are offset from the center of the horn or airbag housing. 
     Wyman, U.S. Pat. No. 5,557,957, discloses an electronically activated steering wheel anti-theft apparatus having a pair of extendible rods that are built into the transverse body of the steering wheel. An electric switch connected with the steering column ignition switch controls electronic latches that allow the rods to be retracted only when the ignition switch is turned on. 
     Ball, U.S. Pat. No. 5,409,077, discloses a steering wheel anti-theft apparatus having a single extendible rod that is slidably mounted in a bore extending through a pair of axially aligned spokes of a spoked steering wheel. The rod has a pair of spaced apart notches. A rotatable pin portion of a key lock mounted on the spoke engages the first notch on the rod to maintain the rod in a retracted position and engages the second notch to maintain the rod in its extended position. 
     Anderson, U.S. Pat. No. 5,353,614, discloses a flat circular cover with a peripheral lip that is secured over the steering wheel and has a wheel locking apparatus with an extendible rod mounted on the face of the cover. The rod has a knuckled section on its inward facing end that is slidably received through a key lock mounted on the face of the cover. The lock engages the knuckled section to lock the rod in an extended position. 
     Wang, U.S. Pat. No. 5,031,429, discloses a steering wheel locking device having a single extendible rod that is slidably mounted in a tube disposed in a trough integrally formed in the underside of the transverse rib of the steering wheel. The rod has a pair of spaced apart grooves. A rotatable latch of a key lock mounted on the top side of the rib engages the first groove on the rod to maintain the rod in a retracted position and engages the second groove to maintain the rod in its extended position. Alternatively, the trough, tube and rod may be mounted in the rib or on top of the rib. The trough, tube, and rod are offset from the steering wheel attachment nut so as not to interfere with installing the steering wheel on the steering column. 
     The present invention is distinguished over the prior art in general, and these patents in particular, by an anti-theft steering wheel having a box-like housing in its central transverse hub portion disposed below the plane of the surrounding annular steering wheel ring portion. The housing is secured to the steering wheel shaft upper end to rotate therewith and has a pair of parallel spaced longitudinal tubular passageways. A pair of metal security rods telescopically mounted in the tubular passageways are movable between a fully retracted position within the tubular passageways and a fully extended position extending radially outward from laterally opposed sides of the steering wheel central transverse hub portion a sufficient distance beyond the annular ring portion to obstruct and prevent effective rotation of the steering wheel. A security rod release button protruding from the rear of the central hub portion simultaneously moves a pair of spring biased detent pins in the housing between a latched position engaged with the security rods to maintain the rods in the fully retracted position and an unlatched position disengaged from the security rods. A pair of latch members connected with a key lock are movable between a latched position engaged with the security rods to maintain the rods in the fully extended position and an unlatched position disengaged therefrom to allow retraction thereof. The key lock has a key receiving portion on the front of the steering wheel for receiving a key that moves the latch members to their unlatched position to allow retraction of the security rods. 
     SUMMARY OF THE INVENTION 
     It is therefore an object of the present invention to provide an anti-theft steering wheel for vehicles that prevents the steering wheel from being turned and also prevents access to the steering wheel attachment nut to prevent steering even if the steering wheel is destroyed. 
     It is another object of this invention to provide a vehicle anti-theft device incorporated into the steering wheel of the vehicle and hidden within the steering wheel and which will not hinder operation of the steering wheel. 
     Another object of this invention is to provide an anti-theft steering wheel which is secured onto the steering column shaft by a nut which is thereafter completely enclosed to prevent unauthorized access to the steering wheel/steering column connection. 
     Another object of this invention is to provide an anti-theft steering wheel which has a pair of telescoping security rods movable between a latched retracted position within the steering wheel and a latched and locked radially outward fully extended position. 
     Another object of this invention is to provide an anti-theft steering wheel having a pair of telescoping security rods movable between a latched retracted position within the steering wheel and a latched and locked position extending radially outward from laterally opposed sides of the steering wheel a sufficient distance to prevent effective rotation of the steering wheel. 
     A further object of this invention is to provide an anti-theft steering wheel having a pair of telescoping security rods which can be manually moved to a fully extended latched and locked position without requiring a key. 
     A still further object of this invention is to provide an anti-theft steering wheel which is tamper-resistant, rugged and reliable in operation. 
     Other objects of the invention will become apparent from time to time throughout the specification and claims as hereinafter related. 
     The above noted objects and other objects of the invention are accomplished by an anti-theft steering wheel having a box-like housing in its central transverse hub portion disposed below the plane of the surrounding annular steering wheel ring portion. The housing is secured to the steering wheel shaft upper end to rotate therewith and has a pair of parallel spaced longitudinal tubular passageways. A pair of metal security rods telescopically mounted in the tubular passageways are movable between a fully retracted position within the tubular passageways and a fully extended position extending radially outward from laterally opposed sides of the steering wheel central transverse hub portion a sufficient distance beyond the annular ring portion to obstruct and prevent effective rotation of the steering wheel. A security rod release button protruding from the rear of the central hub portion simultaneously moves a pair of spring biased detent pins in the housing between a latched position engaged with the security rods to maintain the rods in the fully retracted position and an unlatched position disengaged from the security rods. A pair of latch members connected with a key lock are movable between a latched position engaged with the security rods to maintain the rods in the fully extended position and an unlatched position disengaged therefrom to allow retraction thereof. The key lock has a key receiving portion on the front of the steering wheel for receiving a key that moves the latch members to their unlatched position to allow retraction of the security rods. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a front elevation view of a steering wheel equipped with the steering wheel anti-theft device in accordance with the present invention. 
     FIG. 2 is a top plan view of the steering wheel equipped with the steering wheel anti-theft device. 
     FIG. 3 is a longitudinal cross section through the rear portion of the steering wheel taken along line  3 — 3  of FIG. 2, looking into the housing of the anti-theft device from the rear and showing the security rods in the fully retracted and stored position. 
     FIG. 4 is an enlarged longitudinal cross section through the rear portion of anti-theft device similar to FIG. 3, but showing one end of the anti-theft device in greater detail with the security rods in the fully extended and latched position. 
     FIG. 5 is transverse cross section through the center of the anti-theft device taken along line  5 — 5  of FIG. 3, showing the key locked safety plug arrangement enclosing the front end of the steering column shaft and steering wheel attachment nut. 
     FIG. 6 is a transverse cross section through the anti-theft device taken along line  6 — 6  of FIG. 3, showing the security rod latch and bell crank mechanisms. 
     FIG. 7 is a transverse cross section through the anti-theft device taken along line  7 — 7  of FIG. 3, showing the detent linkage arm and security rod release button mechanisms. 
     FIG. 8 is an enlarged view of FIG. 7, showing the detent linkage arm and security rod release button mechanisms in greater detail. 
     FIG. 9 is a longitudinal cross section through the anti-theft device similar to FIG. 3, but at a smaller scale, showing the security rods in the outwardly extended position. 
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT 
     Referring to the drawings by numerals of reference, there is shown in FIGS. 1 and 2, a vehicle steering wheel  10  equipped with the steering wheel anti-theft device  20 , as seen from the front and top, respectively. The steering wheel  10  has a central transverse body portion  11  encircled by an annular ring portion  12 . 
     It should be understood that the central transverse body portion  11  of the steering wheel  10  may be equipped with a conventional airbag assembly and/or horn switch assembly which are well known in the art, and therefore those components are not shown to avoid confusion and to more clearly illustrate the subject matter regarded as the invention. As described hereinafter, the present anti-theft device  20  is disposed in the steering wheel  10  underneath the conventional airbag assembly and/or horn switch assembly. 
     The central transverse body portion  11  has a rearwardly extending generally rectangular or oval-shaped hub portion  13 . In the present invention, the generally rectangular or oval-shaped hub portion  13  of the steering wheel  10  is molded or otherwise formed around the housing  21  of the anti-theft device  20  (described hereinafter) such that the anti-theft device and the steering wheel are substantially an integral unit. 
     Referring additionally to FIGS. 3 through 8, the anti-theft device  20  has a generally rectangular housing  21  formed of parallel spaced front and rear plates  22  and  23  enclosed at each end by end plates  24 . The opposed longitudinal sides of the housing  21  are enclosed by longitudinal hollow tubes  25 . Each tube  25  is enclosed at one end by an end plug  26 . A compression spring  27  is secured at one end to each end plug  26  and extends into the interior of each tube  25 . Each tube  25  has a reduced diameter bore  28  at one end, a slot  29  through its side wall near the reduced diameter end, and a hole  30  through its side wall near its opposed enclosed end. The slots  29  and holes  30  face the interior of the housing  21 . As best seen in FIGS. 3,  4  and  9 , the tubes  25  are disposed with their open ends in laterally opposed relation. 
     As best seen in FIGS. 3 and 5, a hollow cup-shaped member  31  extends through the center of the parallel spaced front and rear plates  22  and  23  and a distance outwardly from the rear plate  23 . The cup-shaped member  31  has circumferentially spaced apertures  32  through its side wall and its outer or rear end is enclosed by a rear wall  33 . The rear wall  33  is provided with a central aperture  34 . The plates  22 ,  23 ,  24 , the tubes  25 , and the cup-shaped member  31  are all formed of steel and welded together to form a unitary box-like housing. 
     The generally rectangular or oval shaped hub portion  13  of the central transverse body portion  11  of the steering wheel  10  which is formed around the housing  21  is provided with two apertures  14  through laterally opposed ends, each axially aligned with the open end of a respective one of the tubes  25  of the housing  21 . The hub portion  13  is provided with a central aperture  15  configured to receive the upper end of the existing steering column shaft  16 . The threaded end  16 A of the steering column shaft  16  extends through the aperture  34  in the rear wall  33  of the cup-shaped member  31 . A nut  35  is installed on the threaded end  16 A of the steering column shaft  16  to secure the housing  21  and steering wheel  10  to the steering column shaft. 
     As seen in FIG. 5, a cylindrical safety plug  36  having a centrally mounted key lock  37  is removably received in the open top end of the cup-shaped member  31 . The key lock  37  has radially extensible lock pins  38  that extend through apertures in the plug  36  and are received in the apertures  32  of the cup-shaped member  31  when a key is inserted into the lock and turned to extend the pins  38  and thereby secure the plug  36  and lock  37  in the cup-shaped member. The safety plug  36  when locked in the cup-shaped member  31  securely encloses, and prevents unauthorized access to the nut  35  at the upper end of the steering column shaft  16 . Thus, even if the steering wheel  10  is cut or destroyed, access to the steering wheel attachment nut  35  is prevented, and the integrity of the anti-theft device in maintained. 
     Referring to FIGS. 3,  4  and  6 , latch members  39  are pivotally mounted in respective latch retainer blocks  40  disposed inside the housing  21  inwardly adjacent to each of the slots  29  of the tubes  25  and each latch has a dog portion  39 A extensible outwardly through a respective slot  29  and an inward facing lever arm portion  39 B for effecting pivotal movement about a pivot heel portion  39 C. A compression spring  41  disposed between a detent pin support block  42  in the housing  21  and each latch member  39  urges the dog portion  39 A of each latch member into a normally outward spring biased position toward a respective security rod member  54  (described hereinafter). 
     As seen in FIGS. 1 and 3, a generally cylindrical key lock  43  is secured to the front plate  22  of the housing  21  with its front surface generally flush with the front surface of the transverse body portion  11  of the steering wheel  10  and rear portion and lever arm  43 A disposed within the housing. A generally rectangular latch linkage arm  44  is pivotally mounted approximately intermediate its ends in the housing  21  laterally adjacent to the key lock  43 . 
     The lever arm portion  39 B of one latch member  39  is connected to a first end of the latch linkage arm  44  by a first latch link rod  45 A, and the lever arm portion  39 B of the other latch member  39  is connected to a second end of the latch linkage arm  44  by a second latch link rod  45 B. The lever arm  43 A of the key lock  43  is connected to the second end of the latch linkage arm  44  by a latch link rod  46  which is received in a slotted aperture  43 B in the outer end of the lever arm. When a key is inserted into the key lock  43  and rotated to the unlocked position, the key lock lever arm  43 A rotates and rotary motion is transferred through the latch link rod  46  to pivot the latch linkage arm  44 . When the latch linkage arm  44  pivots, it pulls the first and second latch link rods  45 A and  45 B which pivots the lever arm portion  39 B of each latch member  39  inwardly to retract the dog portion  39 A of each latch member inwardly against the force of the compression spring  41 . 
     The only function of the key lock  43  is to retract the latch members  39  inwardly so that the security rods (described hereinafter) can be released. Because the latch link rod  46  is connected in a slotted aperture in the outer end of the key lock lever arm  43 A, it is not required to unlock the key lock  43  in order to allow the latch members  39  to assume their spring biased position against the surface of the security rods. The compression spring  41  will automatically bias them outwardly and cause the latch link rod  46  to slide in the slotted aperture  43 B at the outer end of the key lock lever arm  43 A. In a preferred embodiment, the key lock  43  in the housing  21  and the key lock  37  in the safety plug  36  operate with the same key. 
     As best seen in FIGS. 3 and 4, a retractable detent pin  47  having a shank portion  47 A slidably piloted in each of the detent pin support blocks  42  is disposed inwardly adjacent to each of the holes  30  of the tubes  25  and each has a shouldered nose portion  47 B extending retractably through a respective hole  30 , and a circumferential groove  47 C inwardly of the shouldered nose portion. A compression spring  48  surrounding the shank  47 A of each detent pin  47  has one end engaged on the detent pin support block  42  and its other end engaged with the detent pin  47  behind the groove  47 C and urges the shouldered nose portion  47 B of each detent pin into a normally outward spring biased position. Referring additionally to FIG. 6, an L-shaped bell crank  49  is pivotally mounted in the housing  21  adjacent to each detent pin  47  and each has a first leg  49 A engaged in the groove  47 C of a respective detent pin. 
     As seen in FIGS. 2,  3 ,  4 ,  7  and  8 , a security rod release button  50  is slidably mounted through the rear plate  23  of the housing  21  with its rear end extending outwardly of the back end of the hub portion  13  of the steering wheel  10 . The security rod release button  50  has a conical nose portion  50 A and an elongate shank portion  50 B at its forward end. A compression spring  51  surrounds the shank portion  50 B and has one end engaged behind the nose portion  50 A and its opposed end engaged on the front plate  22  of the housing  21  to urge the security rod release button  50  into a normally outward spring biased position. The security rod release button  50  is contained within the housing  21  by a radial shoulder  50 C beneath its conical nose portion  50 A. 
     A generally rectangular detent pivot arm  52  is pivotally mounted intermediate its first and second ends in the housing  21  laterally adjacent to the forward end of the security rod release button  50 . The first end of the detent pivot arm  52  has an arcuate cutout portion with a tapered surface  52 A that rides on the conical nose portion  50 A of the security rod release button  50 . 
     The detent pivot arm  52  is connected above its pivot point to the second leg  49 B of one bell crank  49  by a first bell crank link rod  53 A, and connected below its pivot point to the second leg  49 B of the other bell crank  49  by a second bell crank link rod  53 B. When the security rod release button  50  is pressed inwardly to the released position, the conical nose portion  50 A of the button moves relative to the detent pivot arm  52  and the tapered surface  52 A of the nose portion moves laterally outward to pivot the detent pivot arm  52 . The pivotal motion of the detent pivot arm  52  is transferred through the bell crank link rods  53 A and  53 B which pull them inwardly to pivot the bell cranks  49 . When the bell cranks  49  pivot they retract the shouldered nose portion  47 B of the detent pins  47  inwardly against the force of the compression spring  48 . 
     As seen in FIGS. 3 through 9, an elongate security rod  54  is slidably mounted in each tube  25 . In a preferred embodiment, the security rods  54  are solid rods formed of 8620 steel which is known as a carburized grade material and, when heat treated, offers a file-hard exterior surface and a high-strength, but ductile, core. The file-hard exterior surface prevents saw cutting by a hacksaw, and will dull the cutting blades of a bolt cutter. The ductile core will prevent brittle fracture if a vandal attempts to break off the extended ends of the rods. Each security rod  54  has an enlarged diameter portion  54 A at one end which is larger in diameter than the reduced diameter bore  28  at the open end of the tube  25  to prevent removal of the security rods  54  from the tubes  25  (FIG.  4 ). Each enlarged diameter portion  54 A has a circumferential groove  54 B located to become positioned adjacent to the hole  30  in the respective tube  25  to receive the shouldered nose portion  47 B of the detent pin  47  when the security rod  54  is in the fully retracted position and to become positioned adjacent to the slot  29  in the tube to receive the dog portion  39 A of the latch member  39  when the security rod is in the fully extended position. Preferably, the opposed facing surfaces of the dog portions  39 A and grooves  54 B are configured with a reverse angle which causes the latch member  39  to be pulled against the bottom of the groove during any attempt to force the security rod  54  into the tube  25 . 
     In the fully retracted position (FIG.  3 ), the enlarged diameter ends  54 A of the security rods  54  are engaged on the compression springs  27  and maintained in a spring biased condition by the nose portions  47 B of the detent pins  47  engaged in the grooves  54 B. In the fully extended position (FIGS.  4  and  9 ), the enlarged diameter end  54 A of the security rods  54  are engaged on the shouldered reduced bore  28  at the open end of the tubes  25  with the remaining elongate portion of the rods extending laterally outward from the steering wheel hub  13  in opposed relation and are latched in the extended condition by the dog portions  39 A of the spring biased latch members  39  engaged in the grooves  54 B of the rods. 
     OPERATION 
     As discussed above, anti-theft device  20  is disposed in the transverse body portion  11  of the steering wheel  10  underneath the conventional airbag assembly and/or horn switch assembly and the hub portion  13  of the steering wheel  10  is molded or otherwise formed around the housing  21  of the anti-theft device  20  such that the device and the steering wheel are substantially an integral unit. When the steering wheel equipped with the anti-theft device is installed on the steering column shaft  16 , a nut  35  is installed on the threaded end  16 A of the steering column shaft  16  to secure the housing  21  and steering wheel  10  to the steering column shaft (FIG.  5 ). The safety plug  36  with the key lock  37  is locked in the top end of the cup-shaped member  31  to securely enclose and prevent unauthorized access to the nut  35  at the upper end of the steering column shaft  16 . Thus, even if the steering wheel  10  is cut or destroyed, access to the steering wheel attachment nut  35  is prevented, thereby maintaining integrity of the anti-theft device  20 . 
     During normal driving conditions, the security rods  54  of the anti-theft device  20  are in the fully retracted position as shown in FIG.  3 . In the fully retracted position, the security rods  54  are positioned with their enlarged diameter ends  54 A engaged on the compression springs  27  and the rods  54  are maintained in a spring biased condition by the nose portions  47 B of the detent pins  47  engaged in grooves  54 B of the rods. In the rod-retracted position, the latch members  39  are in a retracted unlatched position with their dog portions  39 A biased against the exterior of the security rods  54  by the compression springs  41 . 
     As shown in FIGS. 3,  4  and  9 , when it is desired to secure the vehicle, the security rod release button  50  extending from the rear of the hub portion  13  of the steering wheel  10  (FIG. 2) is manually depressed causing the conical nose portion  50 A of the button to pivot the detent pivot arm  52 . The pivotal motion is transferred through the bell crank link rods  53 A and  53 B to pull them inwardly to pivot the bell cranks  49  which retracts the nose portion  47 B of the detent pins  47  inwardly against the force of the compression springs  48  to release the nose portion of the detent pins from their engaged position in the grooves  54 B of the security rods  54 . When the detent pins  47  are retracted the compression springs  27  eject the security rods  54  a short distance outwardly from the tubes  25  and hub portion  13  of the steering wheel  10 . 
     The extended ends of the security rods  54  are then manually pulled further outwardly to their fully extended and latched position. In the fully extended and latched position (FIGS.  4  and  9 ), the enlarged diameter end  54 A of the security rods  54  are engaged on the shouldered reduced bore  28  at the open end of the tubes  25  with the remaining elongate portions of the rods extending laterally outward from the steering wheel hub  13  in opposed relation. When the rods  54  are fully extended, the dog portions  39 A of the latch members  39  are automatically forced into engagement in the grooves  54 B of the rods by the compression springs  41 . The detent pins  47  are forced to their outwardly extended position by the compression springs  48 . 
     Unlike some of the prior art devices, it is not necessary to lock the security rods in their extended position. They are automatically latched in the extended position when pulled outwardly to their fully extended position. When the key lock lever arm  43 A is in the locked position, it prevents movement of the latch link rod  46 , latch linkage arm  44 , latch link rods  45 A,  45 B, and the latch members  39 . The dog portions  39 A of the latch members  39  are locked in engagement in the grooves  54 B of the security rods  54  to maintain the security rods in the extended position. 
     When it is desired to unlock the anti-theft device and retract the security rods  54 , the key is inserted into the key lock  43  and rotated to the unlocked position. When the key lock lever arm  43 A is rotated to the unlocked position, the rotary motion is transferred through the latch link rod  46  to pivot the latch linkage arm  44 . When the latch linkage arm  44  pivots, it pulls the first and second latch link rods  45 A and  45 B which pivots the lever arm portion  39 B of each latch member  39  inwardly to retract the dog portion  39 A of each latch member inwardly against the force of the compression spring  41 . The extended ends of the security rods  54  are then manually pressed inwardly to engage their enlarged diameter ends  54 A on the compression springs  27  and compress them. As the enlarged diameter end  54 A of each security rod  54  contacts the nose portion  47 B of the detent pin  47 , the nose portion rides along the exterior of the rod and retracts inwardly against the force of the compression spring  48  and then snaps outwardly into engagement with the rod groove  54 B as it becomes positioned adjacent to the detent pin to maintain the respective security rods in the fully retracted position. 
     It should be noted that the only function of the key lock  43  is to retract the latch members  39  inwardly so that the security rods  54  can be released. Because the latch link rod  46  is connected in a slotted aperture in the outer end of the key lock lever arm  43 A, it is not required to unlock the key lock  43  in order to allow the latch members  39  to assume their spring biased position against the surface of the security rods  54 . The compression spring  41  will automatically bias them outwardly and cause the latch link rod  46  to slide in the slotted aperture  43 B at the outer end of the key lock lever arm  43 A. 
     While this invention has been described fully and completely with special emphasis upon a preferred embodiment, it should be understood that within the scope of the appended claims the invention may be practiced otherwise than as specifically described herein.