Abstract:
A security system with a steering wheel adjacent to a seat with a seat back which can swing forward to a predetermined position. The seat can also slide longitudinally between a rearward and forward position. The system includes a headrest mounted on the seat back to reiprocate between a retracted position and a locking position. With the seat back in the predetermined position and the seat in the forward position, the headrest is movable from said retracted position forward and down to the locking position to capture the steering wheel between the headrest and the seat back.

Description:
BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to organizers for use in a motor vehicle, and in particular to organizers having a plurality of shelves. 
     2. Description of Related Art 
     It is estimated that in the United States, a car is stolen every 26 seconds. Auto theft is an increasing crime activity that affect every community. Thus, there is a need to reduce the theft of automobiles. 
     Different anti-theft devices are known in the art and have been implemented with various degrees of success. One commonly used anti-theft device is the Club® locking device. The Club® device has heat treated solid steel hooks that lock onto the steering wheel of a vehicle, rendering it undrivable when is properly employed. The Club® uses its high visibility to dissuade a potential thief from attempting to steal a protected vehicle and move to an easier target. 
     Other commonly used anti-theft systems include tracking devices. Commonly employing GPS or other satellite technology, these devices provide the owner of a vehicle and law-enforcement officials the ability to find a vehicle after it has been stolen. When an individual notices that his car has been stolen, the car can then be located and recovered. Also, the chance of catching the thief is increased. However, in many cases, car thieves are able to remove valuable parts of vehicles very quickly, and dispose of the remains before the vehicle can be located and recovered by law enforcement. In addition, if the tracking system can be disabled, the car cannot be located. 
     In addition, other immobilizing devices are also known in the art. These devices protect against the ability of a thief to hot wire a vehicle by detecting whether or not the vehicle has been started with its key, and preventing the driving of the vehicle when the key has not been used to start the vehicle. One method includes preventing the flow of fuel to the engine when the car has not been started with its rightful key, preventing the engine from running in such a case. 
     SUMMARY OF THE INVENTION 
     In accordance with the illustrative embodiments demonstrating features and advantages of the present invention, there is provided a security system for a vehicle with a steering wheel adjacent to a seat with a seat back that is articulated to swing forward to a predetermined position. This seat is longitudinally slidable between a rearward and forward position. The system also has a headrest mounted on the seat back to reciprocate between a retracted position and a locking position. With the seat back in the predetermined position and the seat in the forward position, the headrest is movable from the retracted position forward and down to the locking position to capture the steering wheel between the headrest and the seat back. 
     In one embodiment of the invention, one or more arcuate supports connect the headrest and the seat back. The supports are partially inside the seat back and can slide in and out of the seat back. At least a portion of the support which is inside the seat back has a rack with teeth. This rack meshes with a gear mounted inside the seat back. In a preferred embodiment of the invention, a motor controls the rotation of the gear, thus controlling the sliding movement of the supports. 
     In another embodiment of the invention, a number of parallel supporting bars connect the headrest to the se at back. One end of each of thebars is mounted in the head rest, and the other is mounted in the seat back. The bars are mounted on both ends such that they can pivot, keeping the angle of elevation between the seat back and the head rest substantially constant. As the bars rotate, they remain parallel to each other. In a preferred embodiment of the invention, a motor inside the seat back controls the rotation of the bars. 
     In another embodiment of the invention, an actuator connects the headrest to the seat back. The actuator is pivotally attached to the seat back on one end. The other end of the actuator is mounted inside the headrest. This enables adjustment of the angle of elevation between the seat back and the actuator. In a preferred embodiment of the invention, a motor mounted inside the seat back controls the adjustment of that angle of elevation. 
     In another embodiment of the invention, one or more supporting rods are connected between the headrest and the seat back. In this embodiment, the seat back has a pivot axle. The supporting rod or rods are mounted so that they can rotate about and slide transversely on the pivot axle. A cam follower is mounted on at least one of the rods to ride in a cam track in the seat back. In a preferred embodiment, an actuator is connected to a supporting rod, and controls the movement of the rod. 
     The movement of the seat back is manipulated by a seat back controlling device, which is connected between the seat back and the seat bottom. The device includes ratchet teeth attached to the seat bottom, and a dog attached to the seat back. The dog is rotatably mounted and is capable of engaging the ratchet teeth. When engaged, the dog prevents rotation of the seat back in one direction. The dog can also rotate to disengage the ratchet teeth, in which case the seat back can move in both directions. An actuator controls the rotation of the dog. In one embodiment, a gear is mounted to the seat back, and the rotation of the gear is controlled by a motor. The rotation of the gear rotates the seat back in relation to the seat. 
     The security system also includes a rack and pinion coupled between the vehicle and the seat enabling the seat to move longitudinally to a forward or rearward position. The pinion is powered. An actuator pin is included which when engaged, prevents longitudinal sliding of the seat. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The above brief description as well as other objects, features and advantages of the present invention will be more fully appreciated by reference to the following detailed description of presently preferred but nonetheless illustrative embodiments in accordance with the present invention when taken in conjunction with the accompanying drawings, wherein: 
         FIG. 1  is a side elevational view of the security system in accordance with principles of the present invention and showing its headrest in a retracted position; 
         FIG. 2  is a side elevational view of the security system of  FIG. 1  showing the headrest in the locking position; 
         FIG. 3  is a view of the inside curve of the headrest support of  FIG. 1 ; 
         FIG. 4  is a cross-sectional view of the headrest support of  FIG. 3  shown meshing with a gear; 
         FIG. 5  is a side elevational view of a security system that is an alternate to that of  FIG. 1 , and is shown with its headrest in a retracted position; 
         FIG. 6  is a side elevational view of the security system of  FIG. 5  showing its headrest in the locking position; 
         FIG. 7  is a perspective view of a security system that is an alternate to those previously mentioned; 
         FIG. 8  is a side elevational view of a security system that is an alternate to those previously mentioned; 
         FIG. 9  is a side elevational view of the security system of  FIG. 8  showing its headrest in the locking position. 
         FIG. 10  is a side elevational view of a seat mechanism that cooperates with any of the foregoing embodiments. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Referring to  FIGS. 1 and 2 , the illustrated security system is shown cooperating with seat back  10  that articulates on seat  12 . Seat  12  and seat back  10  may be a conventional passenger seat mounted in a motor vehicle. Power seats are contemplated for this embodiment, although in some instances non-power seats will be employed. 
     In this embodiment, seat  12  is mounted on base  14  to slide between the illustrated forward position and a rearward position  12 A (shown in phantom) by virtue of a rack and pinion drive, shown further hereinafter. Seat back  10  is pivotally mounted on seat  12  and can be driven by a motor (shown hereinafter) to reciprocate backwards to the retracted position shown in  FIG. 1  and forward to the predetermined position shown in  FIG. 2  where the front of seat back  10  presses against a steering wheel  16 . 
     A headrest  18  is mounted at the top of seat back  10  and has a generally cylindrical shape, although rectangular, ovoid, and other shapes are contemplated as well. Headrest  18  is supported by an arcuate supporting mechanism employing a pair of rods  20  that each curve through an arc of about 210°. The distal ends of rods  20  are affixed inside headrest  18 . The proximal ends of rods  20  are slidably mounted in sleeves  22 , which are mounted in seat back  10 . 
     Referring to  FIGS. 1-4 , rod  20  has a substantially circular cross-section except for a row of teeth  24 . (In  FIG. 4 , only sleeve  22  is shown in cross-section.) By virtue of teeth  24 , rod  20  may be considered a rack. Sleeve  22  is a hollow tube extending through an arc of about 180°. Sleeve  22  has a slot  26  on its curved inside extending over most of its length, but without actually reaching its proximal and distal ends. Slot  26  is designed to expose teeth  24  so that gear  28  can engage teeth  24  and slide rod  20  through sleeve  22 . In the retracted position of  FIG. 1  about 180° of the rod  20  is sheathed in sleeve  22 . In the locking position of  FIG. 2  only about 30° of rod  20  remains in sleeve  22 . 
     As schematically illustrated in  FIG. 4 , gear  28  can be driven by a motor  30  acting as an actuator for the headrest supporting mechanism. Motor  32  is controlled by a signal on its terminal T 3 . Accordingly, motor  30  can move headrest  18  from the retracted position of  FIG. 1  forward and down to the locking position of  FIG. 2 . In the locking position headrest  18  wraps around the top of steering wheel  16 . 
     Referring to  FIGS. 5 and 6 , previously mentioned seat back  10  is shown pressing against steering wheel  16  as before. In this embodiment a pair of axles  38  and  40  are mounted near the top of seat back  10 . The proximal ends of a pair of parallel supporting bars  34  and  36  are rotatably mounted on axles  38  and  40 , respectively. Bars  34  and  36  are constrained by axles  38  and  40  to rotate in a common horizontal plane. 
     A pair of internal axles  42  and  44  are mounted near the top of headrest  46 . The distal ends of bars  34  and  36  are journalled on axles  42  and  44 , respectively, and are again constrained by these axles to rotate in a common horizontal plane. It will be understood that axles  38 ,  40 ,  42 , and  44  extend almost the full width of the headrest  46  and rotatably support another pair of parallel bars (not shown). 
     Essentially bars  34  and  36  define a parallelogram with varying corner angles. Consequently, the plane containing axles  38  and  40  remains parallel to the plane containing axles  42  and  44 . As a result, headrest  46  can swing forward and down while its front face remains parallel to the front face of seat back  10 . Bars  34  and  36  can be rotated by an actuator, shown schematically herein as motor  47 . 
     Headrest  46  will have rear-facing openings or slots (not shown) to accommodate the articulation of bars  34  and  36 . The top of seat back  10  will also have openings or slots (not shown) to accommodate the articulation of rods  34  and  36 . In the locking position shown in  FIG. 6 , headrest  46  grips the top of steering wheel  16 . 
     Referring to  FIG. 7 , mounted above previously mentioned seat back  10  (shown in phantom) is another headrest  48  (also shown in phantom). A motor  15  with a rotary shaft  52  is mounted near the top of seat back  10 . The knuckle  53  of a pneumatic actuator  54  is attached to rotary shaft  52 . Consequently, motor  15  can rotate actuator  54  in a vertical plane to change its angle of elevation. Actuator  54  has a piston rod  56  attached to mounting plate  58 . Headrest  48  is attached to plate  58 . 
     Actuator  54  can be operated to extend rod  56  and lift headrest  48 . Thereafter, motor  15  can swing headrest  48  forward and down. As before, headrest  48  can move into a locking position to grip the top of the previously mentioned steering wheel. 
     Referring to  FIGS. 8 and 9 , previously mentioned seat back  10  and headrest  48  are shown in phantom. Mounted atop seat back  10  are identical right and left trunnion plates (left plate  60  visible in these Figures) for supporting axle  62 , which defines a pivot axis. Right and left supporting rods (only left rod  64  visible in these Figures) are mounted on common axle  62 . Rod  64  is shown as an elongated plate having a longitudinal slot  66 . The axle  62  extends through slot  66  so that rod  64  can rotate and slide transversely on axle  62 . 
     One end of the rod  64  is fixed to headrest  48 . The other end of the rod  64  has a cam follower  68  in the form of a wheel rotatably mounted on the rod. An arcuate cam track  70  is mounted in seat back  10 . Track  70  is shown as a pair of curved guide walls defining a path that follower  68  must travel. It will be appreciated that rod  64  cooperates with a complementary parallel rod (not shown) having its own cam follower and cam track. 
     If the cam follower  68  is driven upwardly along cam track  70  supporting rod  64  will rotate counterclockwise about the pivot axis of axle  62 . At the same time, follower  68  will move closer to axle  62  and cause rod  64  to slide on axle  62 . Consequently, headrest  48  will move away from axle  62  and will swing forward and down. As before, headrest  48  can grip the top of the previously mentioned steering wheel. 
     In  FIG. 8  an actuator  72  is shown schematically connected to supporting rod for driving cam follower  68  up and down cam track  70 . In one embodiment a pneumatic cylinder can be mounted inside seat back  10  with its piston rod connected to rod  64  near the cam follower  68 . Consequently, when the piston rod extends, cam follower  68  is driven up the cam track  70 . 
     Referring to  FIG. 10 , previously mentioned seat back  10  (shown in phantom) is shown pivotally mounted to previously mentioned seat  12  (also shown phantom). The seat back  10  is shown with conventional supporting struts  74  that are rotatably mounted on shaft  76  in seat  12 . In some embodiment shaft  76  may be driven by an electric motor (schematically shown herein as drive motor  77 ) for the purpose of adjusting the angle of seat back  10 ; although embodiments are contemplated where the seat back angle is adjusted manually. 
     In this embodiment a set of ratchet teeth  78  are mounted in a fixed position in seat  12  concentrically around shaft  76  to act as a seat back controller. A dog  80  pivotally mounted on strut  74  has a torsion spring (not shown) that biases the distal tip of dog  80  against ratchet teeth  78 . In the usual fashion, strut  74  can rotate clockwise as dog  80  slips over the ratchet teeth  78 . Counterclockwise rotation is prevented by the ratchet teeth  78  in the usual fashion. A driver  82  in the form of a normally retracted solenoid can be actuated to swing dog  80  clockwise to disengage ratchet teeth  78 . Therefore, strut  74  and seat back  10  can then swing counterclockwise so long as solenoid  82  remains actuated. 
     Seat  12  is rigidly attached to rail  84 , which has an L-shaped cross-section. The bottom edge of rail  84  has a rack of teeth  86  engaging pinion  88 , which is journalled at a fixed position relative to the vehicle frame. Pinion  88  is schematically shown driven by a drive motor  90  for the purpose of moving seat  12  in the rearward/forward directions  92 . Motor  90  can be controlled by a signal on its terminal T 1 . 
     The upper flange  84 A of rail  84  has an aperture  84 B. A normally extended solenoid  94  is mounted in a fixed position relative to the vehicle frame and is shown with its drive  94 A pin inserted through aperture  84 B. Until solenoid  94  is actuated to retract its drive pin  94 A, rail  84  and seat  12  are locked and cannot move in the directions  92 . Solenoid  94  can be controlled by a signal on its terminal T 2 . 
     To facilitate an understanding of the principles associated with the foregoing apparatus, its operation will be briefly described in connection with the embodiment of  FIGS. 1-4 , and  10 . When operating a motor vehicle, seat back  10  will be backwardly inclined as shown in  FIG. 1  with headrest  18  in the illustrated retracted position. In vehicles having power seats, motor  77  ( FIG. 10 ) can be operated to adjust the inclination of seat back  10 . When the operator wishes to recline further back solenoid  82  will be operated simultaneously with motor  77 . Specifically, solenoid  82  will rotate dog  80  to disengage ratchet teeth  78  and allow strut  74  and seat back  10  to recline further. For non-power seats solenoid  82  will exist and will be operated whenever the vehicle&#39;s ignition is on. 
     In vehicles having power seats, seat  12  can be moved forwards and backwards when motor  90  rotates pinion  88  to slide rail  84  in longitudinal directions  92 . Whenever the power seat is operated, solenoid  94  will be energized to retract its actuator pin  94 A to avoid insertion into locking aperture  84 B. For non-power seats, solenoid  94  will exist and will be actuated whenever the vehicle&#39;s ignition is on, to avoid inserting locking pin  94 A into aperture  84 B. 
     To secure the motor vehicle an operator can press a button on remote control R ( FIG. 10 ), which will send a lock-down signal to controller  96  by an RF link, infrared link, or other linking means. Remote control R may be a separate dedicated control or may be integrated with a conventional remote vehicle locking system, typically implemented as a key fob with push buttons. Alternatively, the operator can press a dashboard switch SW, shown connected to controller  96 , which will be considered a lock-down signal if the vehicle&#39;s ignition is off. Controller  96  senses whether the vehicle&#39;s ignition is off through input I, which is connected to the vehicle&#39;s ignition. Controller  96  is also shown with outputs connected to motor  77  and solenoid  82  for controlling them. 
     Once a lock-down signal is received, controller  96  will transmit a control signal on terminal T 1  to start motor  90  in order to rotate pinion  88  and move rail  84  and seat  12  toward steering wheel  16  ( FIG. 2 ). It will be appreciated that in  FIG. 10  seat  12  is already in a fully forward position. However, before ever reaching this position locking pin  94 A of solenoid  94  would not be aligned with aperture  84 B and would simply slide against the underside of flange  84 A at a position in front of aperture  84 B. Solenoid  94  will be unenergized at this time and so controller  96  produces no control signal on terminal T 2 . 
     As seat  12  and rail  84  move forward, eventually pin  94 A will reach aperture  84 B. Since pin  94 A is biased to normally extend, the pin will snap into aperture  84 B to fix rail  84  and seat  12  relative to the motor vehicle. 
     Contemporaneously, controller  96  will transmit a control signal to motor  77 . Consequently, shaft  76  will rotate to swing strut  74  and seat back  10  forward. Dog  80  will slide over ratchet seat  78  in the usual fashion without impeding the rotation of the back  10 . As a result, seat back  10  and seat  12  will now be in the position illustrated in  FIG. 2 , at which time motors  77  and  90  will stop. In some cases, when limit switches (not shown) may be employed to stop these motors. At this time, the front of seat back  10  will be pressed against steering will  16 . Headrest  18 , however, will still be in the retracted position shown in  FIG. 1 . 
     Controller  96  will now transmit a control signal on terminal T 3  to start motor  30  ( FIG. 4 ). In response gear  28  will rotate, thereby engaging teeth  24  and pushing rod  20  out of sleeve  22 . As rod  20  extends from sleeve  22 , headrest  18  will extend forward and down to the position shown in  FIG. 2 , after which motor  30  will stop. In this illustrated position, headrest  18  locks onto the steering wheel  16 . 
     The motor vehicle is now undrivable for several reasons. Seat  12  and seat back  10  are forward to such an extent that there is no room for a driver. In fact, seat back  10  is pressed over steering wheel  16 , making it unusable. A thief attempting to pull the seat back  10  off steering wheel  16  will be frustrated for several reasons. First, headrest  18  is locked over steering wheel  16  to prevent movement of seat back  10  away from the steering wheel. Also, dog  80  remains latched onto ratchet teeth  78  to resist rotation of seat back  10  about shaft  76 . 
     A thief attempting to push back seat  12  that will also be frustrated. First, gear  88  does not freely rotate, being connected to dormant motor  90 . The gear ratio between motor  90  and gear  88  is such as to make rotation of motor  90  impractical for a thief. In addition, pin  94 A is locked in aperture  84 B to prevent motion of rail  84  and seat  12 . 
     To again drive the motor vehicle, an operator in possession of remote control R may press an appropriate button to release the security system. Alternatively, an operator can press pushbutton switch SW at a time when the vehicle&#39;s ignition switch is on. In response, controller  96  will send a control signal on terminal T 3  to motor  30  ( FIG. 4 ) to rotate the gear  28  clockwise in order to retract rod  20  and headrest  18  back to the position shown in  FIG. 1 . 
     Once elements  18  and  20  are retracted, motor  30  will stop. Thereafter, controller  96  will send a control signal to terminal T 2  to energize solenoid  94  and retract pin  94 A momentarily. Next, controller  96  will send a control signal on terminal T 1  to start motor  90  to rotate gear  88  in a direction to move rail  84  and seat  12  backwardly. When seat  12  reaches its original position motor  90  will stop. 
     Controller  96  will at this time transmit a control signal to solenoid  82  to swing dog  80  clockwise so that ratchet teeth  78  will not interfere with adjustment of the angle of seat back  10 . Solenoid  82  can remain energized whenever the vehicle is operating or can be energized whenever the angle of seat back  10  is being adjusted. Controller  96  will transmit a signal to start motor  77  to rotate shaft  76  to return seat back  10  to its original position illustrated in  FIG. 1 , after which motor  77  will stop. 
     The operation for the embodiment of  FIGS. 5 and 6  would be the same except that motor  47  will take the place of previously mentioned motor  30 . Accordingly, when seat back  10  presses against steering wheel  16 , motor  47  can be energized to rotate bar  36 , causing bar  34  to rotate as well, and bring headrest  46  forward and down to the position shown in  FIG. 6 . The steps will be reversed when one wishes to drive the motor vehicle again. 
     In a similar fashion, actuator  54  and motor  50  of  FIG. 7  will take the place of previously mentioned motors  30  and  47 . Again, once seat back  10  is pressed against the previously mentioned steering wheel, a controller (such as that shown in  FIG. 10 ) can operate actuator  54  and lift headrest  48 . Thereafter, motor  50  can swing headrest  48  down to lock around the steering wheel. Actuator  54  can then be retracted to squeeze the steering wheel against seat back  10 . As before, the steps would be reversed when one wishes to drive the motor vehicle. 
     For the embodiment of  FIGS. 8 and 9 , motor  72  will be operated instead of the previously described motors in order to move headrest  48 . In particular, once seat back  10  is pressed against the previously mentioned steering wheel, actuator  72  will be operated to drive cam follower  68  up track  70  to rotate supporting rod  64  from the position shown in  FIG. 8 . Since cam follower  64  will also move closer to axle  62 , supporting rod  64  will slide along axle  62  toward one end of slot  66 , eventually reaching the position shown in  FIG. 9 . Consequently, headrest  48  will swing forward and down around the previously mentioned steering wheel. Again, the steps would be reversed when one wishes to drive the vehicle. 
     In some cases the foregoing system will be used during a carjacking where the owner is left behind. The carjack victim would immediately call a central office or in some cases dial 911 or call a nearby police station. The victim would report the carjacking and request remote operation of the security system. In such embodiments controller  96  ( FIG. 10 ) may have a radio link to a satellite or a nearby radio tower. When an emergency signal is received by controller  96  a sequence is initiated to disable the vehicle. 
     Using associated speakers (not shown) the system will order the thieves to pull over and exit the vehicle, (it will shut down music if being played). The system will also announce that the seat block has been activated and the thieves have 30 seconds to exit the vehicle. This will repeat 3 times, before the system disables the car (for example, by shutting off gasoline to the engine or by interrupting the ignition circuit). The vehicle speed will consequently stop and the system will then count down from 10 before announcing that “activation is now in progress; thank you.” 
     At this time the seat  12  begins sliding forward towards the steering wheel  16  and begin the locking procedure. By this time the thief will have exited the vehicle. The security system will then proceed to go into locking mode causing the seat back  10  to swing forwards before locking the headrest  18  ( FIG. 2 ) around the steering wheel. 
     It is appreciated that various modifications may be implemented with respect to the above described, preferred embodiment. In some embodiments the security system may be automatically operated after the vehicle doors are locked (e.g., 30 seconds after the doors are locked). Also, the security system may be released automatically whenever the vehicle&#39;s doors are unlocked. In some embodiments non-powered seats are employed, in which case the operator will manually slide the seat forward and swing the seat back against the steering wheel, before manually moving the headrest forward and down to grip the steering wheel. Such a manual system will still employ solenoids or other actuators to operate ratchets, locking pins or the like to keep the seat, seat back, and headrest in the locked positions. The actuators or motors for moving the seat, seat back and headrest may employ motors, linear actuators, pneumatic pistons, solenoids, etc. A similar variety of motors and actuators may be employed for operating the previously mentioned ratchets, locking pins or other devices for holding the seat, seat back, and headrest position. Instead of ratchets or locking pins the system may have alternate types of locking devices. The foregoing security system may be employed in a variety of motor vehicles, not just passenger automobiles. In addition, the system may have a communication system operating over, for example, a cellular telephone network so a forgetful owner can call to make sure the vehicle is locked, when not around the vehicle. 
     Obviously, many modifications and variations of the present invention are possible in light of the above teachings. It is therefore to be understood that within the scope of the appended claims, the invention may be practiced otherwise than as specifically described.