RU2376168C1 - System to protect vehicles against highjacking - Google Patents

Abstract

FIELD: protection systems.

SUBSTANCE: protection system comprises first electronic mark operating in frequency range of 2400.0 to 2483.5 MHz and second electronic mark operating on frequencies of 125 or 134.2 KHz. There are interlocking modules, each comprising interlocking transceiver operating in frequency range of 2400.0 to 2483.5 MHz, control unit and controlled relay that can be connected to vehicle functional components. It uses indicator unit and readout unit. Control first inputs are connected with ignition bus. Interlocking transceivers allow dynamic identification data exchange with first electronic mark. Second electronic mark allows dynamic identification data exchange with readout unit, while indicator unit allows dynamic identification data exchange with first electronic mark, readout unit and interlocking modules. Thanks to simultaneous use of two ranges of operating frequencies, anti-hijacking system is produced.

EFFECT: higher reliability and ease of operation.

5 cl, 5 dwg

Description

The present invention relates to the equipment of vehicles (TC) to prevent unauthorized use (theft, theft, capture), in particular to anti-theft systems - immobilizers, designed to directly counter theft.

Known anti-theft system for vehicles according to patent RU No. 2076815, B60R 25/10, containing a transportable part installed in the vehicle, including a microcontroller connected to the sensors of the impact on the vehicle, actuators, the first transceiver with the first inductor, and the anti-theft located at the user system (hereinafter referred to as the user) the wearable part, including a second transceiver interconnected with a second inductor, made with the possibility of its interaction with the first inductor. In this case, the first inductor is common for the first transceiver, and the second inductor is for the second transceiver. The first inductor is installed covertly in the calculation area of its interaction with the second inductor, and this area covers at least part of one of the seats in the passenger compartment or in the user cabin of the vehicle, in particular - part of the user's seat. In addition, the aforementioned first inductor can be installed in the back of the seat with an electrically open frame, in particular along its perimeter, in the manhole cover mounted on the roof of the passenger compartment or driver's cab and made of dielectric material, as well as in other places of the vehicle interior.

All elements of the wearable part can be mounted in a plastic card, and a second inductor can be installed around the perimeter of the card.

In the initial position, when the user, together with the wearable part and the ignition key, is located outside the vehicle, the ignition system of which is turned off by the ignition, the microcontroller is connected to a power source. The memory of the microcontroller stores the algorithm of the system, and in the storage of the wearable part - the identification code. The oscillating circuit of the wearable part is tuned to the frequency of the pump generator, which is part of the mobile part.

The anti-theft system described above is one of the first systems that use the technology of contactless or radio frequency identification - Radio Frequency Identification - RFID (L. Stasenko "Modern Radio Frequency Identification Technologies. Review in the journal" Security Systems ", April-May 2004, p. 72-76).

This technology is implemented in the line of well-known anti-theft security systems, serially produced by the applicant company under the Black Bug ^® brand name since 1995 (Automotive Security Systems, Catalog, Altonika, 2003).

Passive transponders made in the form of plastic cards, petals or miniature capsules embedded in the ignition key or key fob, as well as active (with an autonomous power supply) electronic transponder tags (Car Security systems ", Catalog," Altonika ", 2008, p. 54, 55, www.altonika.ru).

The transportable part of such RFID systems (often referred to as systems with inductive type devices) contains a reader with a “pump” generator, which provides irradiation of the wearable part and the accumulation of energy potential in it for the subsequent formation of return packages containing an identification code.

The disadvantage of this anti-theft system is the need for additional wires, which complicates the installation of the system, reduces the reliability of its operation and allows attackers to detect and neutralize the specified system.

Therefore, the next step in the development of anti-theft systems was the use of anti-theft relays in them, along with RFID devices.

These anti-theft relays are secretly installed in the gap of the circuits, allowing to block the movement of the vehicle (ignition circuit, fuel supply and other similar circuits). They do not allow the vehicle to move normally until the vehicle user (vehicle owner or person authorized by him) is identified by electronic tag.

The first domestic patent for an invention - RU No. 2160196, B60R 25/00 - which implements the indicated blocking methods, belongs to the applicant company and was registered in 2000.

According to the specified patent, the anti-theft system for the vehicle contains a processor unit for processing incoming information and command synthesis, the first input of which is connected to the power bus through the ignition switch, and the first output and second input are connected with the possibility of requesting and reading the unlock code, respectively, with the input and output of the RFID device including a wearable part (electronic tag) and a transportable part (reader) connected by a radio channel, the second output of the processor unit for processing incoming information AI and command synthesis through a communication channel is connected to the inputs of the modules of the functional blocking of the TS, each of which has a controlled relay connected by contact groups to the functional body of the TS and a sequentially connected matching block with a communication channel and a decoder, while the power supply voltage inputs of each block of the functional organs are blocked TSs are connected to the first input of the processing unit for processing incoming information and command synthesis, with at least one functional unit blocking unit new TS contains a delay element and a motion sensor, and each blocking module contains a memory element, the first input of the memory element connected to the output of the decoder, the second input connected to the output of the motion sensor, the third input through the delay element connected to the first input of the processor unit for processing incoming information and command synthesis, and the output is connected to the control input of a controlled relay.

The set of advantages of remotely controlled relays is realized, in particular, in the vehicle protection system against unauthorized use according to RU patent No. 2237585, B60R 25/00.

The disadvantages of the above anti-theft systems, due to the use of inductive RFID devices in them, are the large dimensions of the antenna, short range, high power consumption, low noise immunity and cryptographic stability of the user identification channel.

A new generation of security and anti-theft systems are aimed at eliminating these shortcomings, using ultra-high frequencies (microwave) for radio data exchange between the electronic tag and the nodes of the vehicle, in particular, the allowed frequency range - from 2400 to 2483.5 MHz.

The main components of these anti-theft systems are an electronic microwave transceiver-tag with an autonomous power source (battery), a control unit and TS traffic blocking modules, which include similar transceivers that allow two-way radio data exchange without using the vehicle’s standard wiring and additional wires.

The specified radio data exchange is carried out in a dynamic interactive mode at different frequencies, randomly selected in the range from 2400 to 2483.5 MHz. Such a technical solution leads to extremely high noise immunity and cryptographic stability of channels.

Anti-theft systems of this class include SkyBrake DD (www.autonams.lv), StarLine Smart 2.4G (www.twage.ru), and a number of others. Anti-theft system SkyBrake DD is the closest analogue of the present invention.

The SkyBrake DD system is controlled remotely using a miniature electronic tag located at the user’s place, which is a programmable transceiver that regularly broadcasts using the Double Dialogue (DD) technology and communicates with the control unit installed in the vehicle. According to the developers of this system, the use of DD technology almost 100% guarantees the protection of the anti-theft system from electronic "hacking".

The particularly small dimensions of the electronic tag allow you to control the anti-theft system without any action on the part of the user, and the small size of the control unit allows you to securely hide it in the vehicle. High secrecy of the installation, in which the user of the vehicle may not even know in which place the vehicle control unit is installed, is an undoubted advantage of the anti-theft systems SkyBrake DD.

The disadvantages of the closest analogue and a possible way to eliminate them stem from the analysis of the conditional dependences of the parameters of the RFID devices on the frequency shown in Fig. 1 (L.A. Stasenko, "Modern Technologies for Radio Frequency Identification", "Security Systems", April-May 2004, p. 76). These curves clearly show that quite specific features are inherent in each frequency range of RFID devices, some of which significantly limit the ability to achieve the required performance indicators. So, for the gigahertz range in which the closest analogue operates, the temperature dependence and the effect on the parameters of the system of reflections from the surfaces of neighboring objects, in particular, on the structural elements of the vehicle on which the anti-theft system is installed, as well as the narrowness of the radiation pattern, are characteristic. These factors lead to instability in the operation of identification devices, which means unpredictability of the characteristics of these devices. This is a common drawback of anti-theft systems using the gigahertz range, including the SkyBrake DD system, which is the closest analogue of the proposed system.

The present invention is aimed at eliminating this drawback while maintaining the above advantages of the closest analogue.

The way to solve this problem is to use the second kilohertz frequency range for additional user identification. At the same time, it is taken into account that the features of this range shown in Fig. 1 (as already noted) did not previously hinder its widespread practical use in anti-theft systems for vehicles.

Accordingly, the subject of the present invention is a vehicle anti-theft and anti-theft system, comprising a first electronic tag operating in the frequency range from 2400.0 to 2483.5 MHz, a control unit, to the first input of which an ignition bus is connected, as well as n blocking modules, each of which contains a blocking transceiver operating in the frequency range from 2400.0 to 2483.5 MHz, and a controlled relay configured to connect to the functional organs of the vehicle, while the blocking transceivers are configured to dynamic identification data exchange with the first electronic tag. The system also includes an indicator unit, a reading unit, a second electronic tag operating at frequencies of 125 or 134.2 kHz and n-1 similar control units connected by the first inputs to the ignition bus, with each control unit installed in the corresponding blocking module, the power input of which is the first input of the control unit, the output of the blocking transceiver is connected to the second input of the control unit, the control input of which is connected to the first output of the control unit, the second output of which is connected it is connected to the input of the controlled relay, the ignition control input of the indicator unit is connected to the ignition bus, the second electronic tag is configured for dynamic identification data exchange with the reading unit, and the indicator unit is capable of dynamically identifying data exchange with the first electronic tag, with the reading unit and with blocking modules.

Particular features of the invention are as follows.

The indicator unit contains a microprocessor, the first input of which is the ignition control input of the indicator unit, a transceiver-repeater operating in the frequency range from 2400.0 to 2483.5 MHz, the output of which is connected to the second input of the microprocessor, and the input to the first output of the microprocessor, indicator whose input is connected to the second output of the microprocessor, and a control button connected to the third input of the microprocessor.

The reading unit contains a series-connected reader operating at frequencies of 125 or 134.2 kHz, a matching unit and a reading transceiver operating in the range from 2400.0 to 2483.5 MHz, the output of which through the matching unit is connected to the control input of the reader.

The first and second electronic tags are made in a single construct.

The channels of dynamic identification data exchange between the first electronic tag, the indicator unit and the blocking modules, between the second electronic tag and the reading unit, between the reading unit and the indicator unit, as well as between the indicator unit and the blocking modules are made in accordance with the DID technology.

The objective of the present invention is to provide a system for protecting the vehicle from theft and capture more reliable and convenient to use than the system, which is its closest analogue.

The technical result is achieved due to the simultaneous use for radio frequency identification of users of two operating frequency ranges, characterized by a fundamentally different effect on the identification efficiency. If the systems of the kilohertz range (125 and 134.2 kHz) traditionally used in immobilizers are characterized by large antenna sizes, high power consumption, and low cryptographic strength of the signal, then systems operating in the frequency range of several GHz (the allowed range is from 2400.0 to 2483.5 MHz) On the contrary, they are more miniature, have high cryptographic strength and a longer range, but are more susceptible to temperature dependence and the influence of reflections from vehicle surfaces. Thus, the systems of the two indicated types complement each other, making it possible to significantly increase the effectiveness of anti-theft and capture systems in general.

The essence of the invention is illustrated in figure 1-figure 5.

Figure 1 shows the conditional graphs characterizing the features of RFID devices in different frequency ranges.

Figure 2 shows the structural diagram of the proposed system.

Figure 3 shows a variant of constructing a blocking module.

Figure 4 shows a variant of the construction of the indicator block.

Figure 5 shows a construction option of the reading unit.

In figure 2-figure 5, the following notation is used: 1 - the first electronic tag; 2 - indicator unit; 3 - blocking module; 4 - second electronic tag; 5 - reading unit; 6 - blocking transceiver; 7 - transceiver-relay; 8 - indicator; 9 - control button; 10 - microprocessor; 11 - control unit; 12 - controlled relay; 13 - read transceiver; 14 - matching unit; 15 - reader.

The considered vehicle protection system from theft and capture contains the first electronic tag 1, operating in the frequency range from 2400.0 to 2483.5 MHz, and n blocking modules 3, each of which contains a blocking transceiver 6, operating in the frequency range from 2400.0 up to 2483.5 MHz, a control unit 11, to the first input of which an ignition bus is connected, and a controlled relay 12, made with the possibility of connection to the functional organs of the vehicle. The value of n is determined by the number of blocked functional organs of the vehicle. The output of the blocking transceiver 6 is connected to the second input of the indicated control unit 11, the control input of which is connected to the first output of the control unit 11, the second output of which is connected to the input of the controlled relay 12.

The system also includes an indicator unit 2, a read unit 5 and a second electronic tag 4 operating at frequencies of 125 or 134.2 kHz and configured to dynamically identify data exchange with the read unit 5.

The ignition control input of the indicator unit 2 (Fig. 4) is connected to the ignition bus, while the indicator unit 2 is configured to dynamically identify data exchange with the first electronic tag 1, with the reading unit 5 and with each of the blocking modules 3. Figure 2 presents the simplest version of the system, which includes a single blocking module 3.

In the presented embodiment of the proposed system, the indicator unit 2 contains:

- microprocessor 10, the first input of which is the ignition control input of the indicator unit 2;

- transceiver-repeater 7, operating in the frequency range from 2400.0 to 2483.5 MHz, the output of which is connected to the second input of the microprocessor 10, and the input to the first output of the microprocessor 10;

- indicator 8, the input of which is connected to the second output of the microprocessor 10;

- control button 9, the output of which is connected to the third input of the microprocessor 10.

The reading unit 5 (FIG. 5) contains a series-connected reader 15 operating at frequencies of 125 or 134.2 kHz, a matching unit 14 and a reading transceiver 13 operating in the range from 2400.0 to 2483.5 MHz, the output of which is via unit 14 coordination is connected to the control input of the reader 15.

The first 1 and second 4 electronic tags can be made in a single construct.

The following radio channels of dynamic identification data exchange can be implemented in the system, in particular, in accordance with the DID technology (www.altonika.ru):

- between the first electronic tag 1 and the indicator unit 2;

- between the first electronic tag 1 and the blocking modules 3;

- between the second electronic tag 4 and the reading unit 5;

- between the reading unit 5 and the indicator unit 2;

- between the indicator unit 2 and the blocking modules 3.

A feature of the first electronic tag 1 is that it is configured to operate in the microwave range. As noted above, such nodes have been used in security and anti-theft systems relatively recently, but at present they have already firmly taken their place in the commercial market. In particular, nodes similar to the first electronic tag 1 are used in SkyBrake DD anti-theft systems (www.autonams.lv), which are the closest analogue of the system under consideration.

The second electronic tag 4 uses the kilohertz frequency range. This class of devices includes the well-known Tiris transponder tag (125 kHz) manufactured by Texas Instruments. In particular, precisely such tags (transponders) are used in many anti-theft systems produced serially by the applicant enterprise ("Automotive anti-theft systems", Catalog, issue No. 9, "Altonika", 2006, p. 46, 47). A distinctive feature of their application in the system under consideration is the introduction of a reading transceiver 13 operating in the GHz frequency range into the reading unit 5. The transceiver 13 of the reader allows you to implement a wireless circuit for the interaction of the reading unit 5 with the indicator unit 2. This circuit uses the technology of dynamic identification data exchange, in particular, the above-mentioned DID technology can be applied, which has proven itself in many serial products of the applicant company, for example, in the line security and anti-theft systems of the elite class BLACK BUG SUPER ("Car Security Systems", Catalog, "Altonika", 2008, pp. 8-10).

The controlled relays 12 included in the blocking modules 3 are also widely used in many security and anti-theft systems that are commercially available by the applicant enterprise. Together with blocking transceiver 6, they are a new generation of remotely controlled relays: HOOK-BASTA-Z and WAIT-BASTA ("Car Security Systems", Catalog, "Altonika", 2008, p. 18, 19).

As for indicator block 2, the possibility of its practical implementation is confirmed by the successful tests of its prototypes (as part of the anti-theft systems BS-911Z and BS-911W) carried out at the applicant enterprise as part of the R&D BASTA (Anti-theft system BASTA. Models BS- 911Z and BS-911W User Guide, Altonika 2008).

Thus, all the components of the system in question, indicated in Fig.2-Fig.5, are known and have proven themselves in practice. Therefore, the possibility of practical implementation of the proposed system is not in doubt.

The considered system for protecting the vehicle from theft and capture works as follows.

The action of the system (figure 2) is based on the interaction with each other over the air in the gigahertz frequency range of the first electronic tag 1, indicator unit 2 and blocking modules 3. Such interaction is carried out, in particular, during user identification. Additionally, the user identification of the vehicle is carried out using the second electronic tag 4 and the reading unit 5, using, for example, the aforementioned Tiris technology (125 kHz). The first 1 and second 4 electronic tags are located at the user, for example, in the pocket of his jacket. For convenience, they can be performed in a single construct (although it should be noted that such a first 1 and second 4 electronic tags are convenient not only for the user, but also for the attacker, since an attacker receives both the first 1 and second 4 electronic tags at once).

To enable or disable anti-theft functions, no action is required from the user. The system is controlled automatically.

The first electronic tag 1 constantly emits microwave signals in the aforementioned frequency range from 2400.0 to 2483.5 MHz.

Reception from the first electronic tag 1 of the signals containing the identification code is carried out by the blocking transceiver 6 installed in the blocking module 3 (Fig. 3). In addition, the signal of the first electronic tag 1 is received by the transceiver-relay 7, which is part of the indicator unit 2 (figure 4). The transceiver-repeater 7 supplements the signal received from the first electronic tag 1 with service information and sends it again on the air. Thus, the blocking transceiver 6, located in the blocking modules 3, can receive both a signal generated directly by the first electronic tag 1 and a relay signal coming from the indicator unit 2. Such a “two-channel” can significantly improve the reliability of radio communication between the first electronic tag 1 and blocking modules 3.

The indicator unit 2, installed (in a conspicuous place, or, at the request of the user, more discreetly) in the vehicle compartment, contains an indicator 8 showing the status of the system. The display of the system status is carried out using the luminous icons on the indicator 8, located on the front panel of the indicator unit 2. In addition, the indicator 8 can report on the status of the system by issuing appropriate sound signals. At the same time, the front panel of the indicator unit 2 can act as a control button 9. By clicking on it the appropriate number of times, you can enter a secret code (for example, in case of loss of the first 1 and / or second 4 electronic tags), as well as adjust the system parameters (this function is described below).

Examples of possible options for displaying system states used in the anti-theft system BASTA models BS-911Z and BS-911W (www.altonika.ru) are presented in the “Installation Recommendations” of these models. Below are some of these options.

Pictogram 1 Pictogram 2 Indicated function or mode Blinks red with a pause of 3 s Not glow Immobilizer Mode Not glow Steady blue Maintenance Mode Not glow Blinks blue frequently Setup Mode Repeating series of blue flashes Blinks blue frequently Confirmation of the selected level number in the "Setup" mode Winks red and blue Not glow Waiting for pressing the front panel of the indicator unit 2 in the "Immobilizer" mode Winks red and blue for 3 s Blinks blue frequently Confirmation of command entry in the "Settings" mode Frequency flashing red Not glow Search for the first electronic tag 1 after ignition is turned on Blinks red with increasing frequency for 30 s Not glow Search for lost first electronic tag 1 in AntiHiJack mode Glows blue for 3 s Not glow Confirmation of recognition of the first electronic tag 1

The display of information and the relay of signals from the first electronic tag 1 to the blocking module 3 are controlled by a microprocessor 10.

Consider the main modes of operation of the proposed system.

Immobilizer Mode

The automatic engine blocking algorithm starts a few seconds after the ignition is turned off. In this case, the microprocessor 10, which is part of the indicator unit 2, and the control unit 11, which is part of the blocking module 3, respond to the ignition off.

The control unit 11 acts on a controlled relay 12, which directly blocks the engine. The blocking signal is transmitted over the air through the chain "control unit 11 → transceiver 6 blocking → transceiver-relay 7 → microprocessor 10 → indicator 8". In this case, the icon 1 on the front panel of the indicator unit 2 starts to flash with a certain frequency in red.

To disable the "Immobilizer" mode, the transceiver-relay 7 (located in the indicator block 2) and the blocking transceiver 6 (located in the blocking module 3) must first recognize the first electronic tag 1, and then the second electronic tag 4. Depending on the system settings, the search the first electronic tag 1 is carried out either immediately after turning on the ignition, or after pressing the front panel (button 9 of the control) of the indicator unit 2 with the ignition on, the voltage of which is supplied to the first micro input rotsessora 10 being input ignition control the display unit 2. By radio transceiver repeater transceivers 6 7 informs block modules 3 block of pressed control button 9.

Between the first electronic tag 1 and the blocking transceivers 6 (directly or through the transceiver-relay 7), a dynamic identification data exchange is carried out, as a result of which the control unit 11, to which the signal from the ignition system is applied, recognizes the vehicle user identification code and issues the corresponding recognition command to blocking transceiver 6. The specified blocking transceiver 6 sends this command on the air. The specified recognition command is received by the transceiver-relay 7 of the indicator unit 2. After receiving such commands from all the blocking modules 3, the transceiver-relay 7 generates a general recognition command and transmits it to the reading unit 5. Thus, duplication of recognition commands is carried out, which significantly increases the reliability of the system.

The said general recognition command is received in the reading unit 5 (figure 5) by the reading transceiver 13 and transmitted through the matching unit 14 to the control input of the reader 15. At this moment, the second electronic tag 4 must be inductively coupled with the reading unit 5. Thus, the second electronic tag 4 starts to work on requests from the reading unit 5 at a frequency of 125 (134.2) kHz. The reader 15 contains a “pump” generator, which provides irradiation of the second electronic tag 4 and the accumulation of its energy potential for the subsequent formation of the return packages containing the identification code. The reader 15 compares the specified identification code with the identification code recorded in its memory, and when the two specified codes match, it generates a command to unlock the engine. Through the matching unit 14, this command enters the read transceiver 13 and is broadcast. The indicated command is received by the transceiver-relay 7 of the indicator unit 2 and re-emitted to the blocking transceivers 6 included in each of the blocking modules 3. The blocking transceiver 6 transmits this command to the control unit 11. Having received this command, the control unit 11 of the blocking module 3 supplies power to the winding of the controlled relay 12, causing a short circuit (or opening) of its contacts.

When closing (or opening) the contacts of the controlled relay 12, the corresponding functional body of the vehicle is unlocked, which impedes the operation of the engine. Vehicle movement becomes possible.

When using the control button 9 in the "Immobilizer" mode, the search for the first electronic tag 1 starts after pressing the specified control button 9. Further operation of the system is carried out in accordance with the algorithm described above.

If the first 1 and second 4 electronic tags are identified, which was indicated to the indicator unit 2 by radio, then the microprocessor 10 sends an appropriate command to the indicator 8, which generates the sound signal "electronic tags found", and pictogram 1 on the front panel of the indicator unit 2 lights up, for example, in blue for a few seconds. This shows that you can start the movement of the vehicle.

If at least one of the first 1 or second 4 electronic tags has not been identified, as indicated by indicator unit 2, then the microprocessor 10 sends an appropriate command to indicator 8, by which a sound signal “electronic tag not found” is issued, and icon 1 on the front panel of the indicator unit 2 begins to glow, for example, in red for several seconds. This shows that the movement of the vehicle is impossible.

AntiHiJack Mode

In the "AntiHiJack" mode (protection against capture), the indicator unit 2 automatically, when the ignition is switched on, searches for the first electronic tag 1 in order to identify the user. Depending on the system settings, the search for the first 1 electronic tags in the "AntiHiJack" mode can be carried out:

- from the moment the ignition is turned on and off;

- from the moment the door is opened with the ignition on and until a few minutes have passed after the vehicle door has been closed.

If the first electronic tag 1 is not detected during a constant search during a given time interval, then the pictogram 1 on the front panel of the indicator unit 2, by the command of the microprocessor 10, starts flashing red with increasing frequency for several tens of seconds. In addition, the microprocessor 10 instructs the indicator 8 to turn on the warning sound signals "no electronic tag." If, after some time, the first electronic tag 1 is not detected, then the microprocessor 10 sends a command to block the engine through the transceiver-relay 7 to the blocking modules 3. This command is received by the transceiver 6 of the blocking module 3 blocking and transmits to the control unit 11, which accordingly acts on the controlled relay 12 in order to block the engine. After that, the movement of the vehicle becomes impossible.

If in some way (for example, by theft or violence), the attacker managed to get hold of the first electronic tag 1, this does not mean that he will be able to steal the vehicle, because after a specified time interval the second user identification circuit is activated. The activation signal is generated by the microprocessor 10 and sent through the transceiver-relay 7. The specified signal is received by the transceiver 13 of the reader, which is part of the reading unit 5, and through the matching unit 14 is supplied to the control input of the reader 15. After receiving the specified signal, the reader 15 enters inductive communication with the second electronic tag 4 in the mode of dynamic identification data exchange. If after some time the second electronic tag 4 is not detected, then the reader 15 through the matching unit 14 sends a command to the readout transceiver 13 to block the engine. This command is emitted by the read transceiver 13 and received by the transceiver-relay 7, which is part of the indicator unit 2. The transceiver-relay 7 re-radiates this command for each of the blocking modules 3. After receiving the corresponding command by the blocking module 3, it comes from the blocking transceiver 6 to the control unit 11, also installed in the blocking module 3. The control unit 11 generates a corresponding control action and feeds it to the winding of the controlled relay 12, which blocks the corresponding functional body of the vehicle. After that, the operation of the vehicle engine is accordingly prohibited (for example, a malfunction is simulated). After that, the movement of the vehicle becomes impossible.

Thus, due to the simultaneous use of two ranges of operating frequencies for radio frequency user identification, the task can be solved - the systems for protecting the vehicle from theft and capture are created more reliable and convenient in operation than the system, which is its closest analogue.

Claims (5)

1. A system for protecting a vehicle from theft and hijacking, comprising a first electronic tag operating in the frequency range from 2400.0 to 2483.5 MHz, a control unit, to the first input of which an ignition bus is connected, as well as n blocking modules, each of which contains a blocking transceiver operating in the frequency range from 2400.0 to 2483.5 MHz, and a controlled relay configured to connect to the functional organs of the vehicle (TC), while the blocking transceivers are configured to dynamically identification data exchange with the first electronic tag, characterized in that an indicator unit, a reading unit, a second electronic tag operating at frequencies of 125 or 134.2 kHz and n-1 similar control units connected by the first inputs to the ignition bus are inserted into it, each control unit is installed in the corresponding blocking module, the power input of which is the first input of the control unit, the output of the blocking transceiver is connected to the second input of the control unit, the control input of which is connected inen with the first output of the control unit, the second output of which is connected to the input of the controlled relay, the ignition control input of the indicator unit is connected to the ignition bus, the second electronic tag is made with the possibility of dynamic identification data exchange with the reading unit, and the indicator unit with the possibility of dynamic identification data exchange with the first electronic tag, with a reading unit and with blocking modules. 2. The system according to claim 1, characterized in that the indicator unit contains a microprocessor, the first input of which is the ignition control input of the indicator unit, a transceiver-repeater operating in the frequency range from 2400.0 to 2483.5 MHz, the output of which is connected to the second microprocessor input, and the input to the first output of the microprocessor, an indicator whose input is connected to the second output of the microprocessor, and a control button connected to the third input of the microprocessor. 3. The system according to claim 1, characterized in that the reading unit contains a series-connected reader operating at frequencies of 125 or 134.2 kHz, a matching unit and a reading transceiver operating in the range from 2400.0 to 2483.5 MHz, the output of which through the matching unit is connected to the control input of the reader. 4. The system according to claim 1, characterized in that the first and second electronic tags are made in a single construct. 5. The system according to claim 1, characterized in that the channels of dynamic identification data exchange between the first electronic tag, the indicator unit and the blocking modules, between the second electronic tag and the reading unit, between the reading unit and the indicator unit, as well as between the indicator unit and modules blocking is made in accordance with the technology of dynamic identification dialogue (DID).

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