GB2625066A

GB2625066A - A theft deterrent system and method

Info

Publication number: GB2625066A
Application number: GB2218126.7A
Authority: GB
Inventors: Andrew Ransom Steven
Original assignee: Individual
Current assignee: Individual
Priority date: 2022-12-02
Filing date: 2022-12-02
Publication date: 2024-06-12
Also published as: GB202218126D0

Abstract

A theft deterrent apparatus and method for a vehicle are provided. The apparatus 100 comprises: a vehicle controller 110, the vehicle controller being configured to receive a wireless signal from a remote device 50, wherein the controller is configured to communicate via the vehicle CAN bus 22 with other ECUs 60 in the CAN bus network that are able to modify the performance of the vehicle upon the detection of a predetermined trigger event from the remote device. The performance of a fuel or ignition system of an engine, or a power supply of an electric drive motor, may be reduced at predetermined time intervals for a predetermined period of time. The trigger event may be the detection of the signal strength from the remote device being below a predetermined level. The controller may also communicate via the CAN bus with other ECUs in the CAN bus network that are able to activate a series of emergency signals, such as a horn or vehicle light being activated. The remote device may be a user’s personal device such as a smart phone or tablet.

Description

A theft deterrent system and method

Technical Field

The present disclosure relates a theft deterrent system and method for a vehicle and is particularly, although not exclusively, concerned with immobilising a stolen vehicle.

Background

Vehicles such as motorcycles and/or cars are susceptible to theft. In order to deter thieves and to alert the owner that a theft is being attempted, alarm systems are sometimes installed in conventional vehicles. These can include shock sensors that are triggered when the vehicle is moved or otherwise interfered with. However, even if the alarm is triggered it does not actively prevent the motorcycle being driven away.

Immobilisers prevent the engine from running unless a correct key is inserted into the ignition. However, these can be circumvented, and once the engine starts, there is nothing to prevent a thief from driving away on the vehicle.

There is a need for a means of preventing a person other than the driver from taking a vehicle and driving away.

Statements of Invention

According to an aspect of the present disclosure, there is provided a theft deterrent apparatus for a vehicle, the apparatus comprising: a vehicle controller, the vehicle controller being configured to receive a wireless signal from a remote device, wherein the vehicle controller is configured to communicate with one or more other controllers of the vehicle via a vehicle Controller Area Network, CAN, bus, wherein the vehicle controller is configured to instruct one or more of the other controllers of the vehicle, via the vehicle CAN bus, to modify the performance of the vehicle upon the detection of a predetermined trigger event from the remote device.

The apparatus may further comprise a CAN transceiver communicatively coupled to the vehicle controller. The CAN transceiver may be configured to couple to the CAN bus of a vehicle. The controller may be configured to communicate with the one or more other controller of the vehicle using the CAN transceiver.

The controller may be configured to modify, e.g. reduce, the performance of the vehicle at predetermined time intervals for a determined period of time. The determined period of time for which the performance of the vehicle is modified may be increased between consecutive periods during which the performance is modified.

The trigger event may be a change in the signal being received from the remote device by the controller. For example, the trigger event may be detection of the signal strength from the remote device being below a predetermined level, e.g. for a predetermined period of time. Alternatively, the trigger event is a cessation of the signal from the remote device being received by the controller for a predetermined period of time.

The performance of the vehicle may be modified by interrupting or modifying the operation of: a fuel or ignition system of an engine of the vehicle; or a system for supplying power to an electric drive motor of the vehicle. For example, the performance of the vehicle maybe modified by partially or fully shutting off a fuel supply to the engine of the vehicle. The controller may be configured to switch off an engine of the vehicle, or no longer provide power to a drive motor of the vehicle, after a predetermined period of time following the trigger event.

The vehicle controller may be further configured to communicate via the vehicle CAN bus to activate one or more first signalling devices of the vehicle upon detection of the predetermined trigger event. For example, prior to the performance of the vehicle being modified and/or during the time that the performance of the vehicle is modified. The one or more first signalling devices may comprise one or more of a horn of the vehicle; a rear light of the vehicle; a front line of the vehicle; a hazard or indicator light of the vehicle; and a windscreen wiper of the vehicle.

The vehicle controller may be configured to instruct the one or more other controllers of the vehicle, via the vehicle CAN bus, to cause the vehicle to stop, e.g. a predetermined period of time after the performance of the vehicle has been modified. The vehicle controller may be further configured to communicate via the vehicle CAN bus to activate one or more second signalling devices of the vehicle once the vehicle has come to a stop. The one or more second signalling devices comprise one or more of: a horn of the vehicle; a rear light of the vehicle; a front line of the vehicle; a hazard or indicator light of the vehicle; and a windscreen wiper of the vehicle.

The remote device may be further configured to enable a user to change the predetermined trigger event. The controller may be configured to communicate with at least one authorised remote device, e.g. authorised by a user to communicate with the vehicle controller. The authorised remote device may be the user's personal smart device.

According to another aspect of the present disclosure, there is provided a theft deterrent method for a vehicle, the method comprising: providing a theft deterrent apparatus configured to receive a wireless signal from a remote device, wherein the theft deterrent apparatus is configured to communicate via a vehicle CAN bus with one or more other ECUs of the vehicle to control the performance of the vehicle; detecting a predetermined trigger event from the remote device; modifying the performance of the vehicle, by the vehicle controller, upon the detection of the predetermined trigger event.

The trigger event may be a change in the signal being received by the controller. The trigger event may be detection of the strength of the signal from the remote device being below a predetermined level, e.g. for a predetermined period of time. The trigger event may be a cessation of the signal from the remote device being received by the theft deterrent apparatus for a predetermined period of time.

The method may further comprise modifying the performance of the vehicle at predetermined time intervals and/or for a determined period of time. Modifying the performance of the vehicle may comprise gradually increasing the determined time period between consecutive periods during which the performance of the vehicle is modified.

The method may comprise initiating a predetermined sequence of performance modifications to an engine and/or electric motor of the vehicle upon the detection of the predetermined trigger event.

The method may further comprise communicating via the vehicle CAN bus to activate one or more first signalling devices of the vehicle upon detection of the predetermined trigger event. The one or more first signalling devices may comprise one or more of: a horn of the vehicle; a rear light of the vehicle; a front line of the vehicle; a hazard or indicator light of the vehicle; and a windscreen wiper of the vehicle.

The method may comprise instructing the one or more other ECUs of the vehicle, via the vehicle CAN bus, to cause the vehicle to stop. The method may further comprise instructing the one or more other ECUs of the vehicle, via the vehicle CAN bus, to activate one or more second signalling devices of the vehicle once the vehicle has come to a stop. The one or more second signalling devices comprise one or more of: a horn of the vehicle; a rear light of the vehicle; a front line of the vehicle; a hazard or indicator light of the vehicle; and a windscreen wiper of the vehicle.

To avoid unnecessary duplication of effort and repetition of text in the specification, certain features are described in relation to only one or several aspects or embodiments of the invention. However, it is to be understood that, where it is technically possible, features described in relation to any aspect or embodiment of the invention may also be used with any other aspect or embodiment of the invention.

Brief Description of the Drawings

For a better understanding of the present invention, and to show more clearly how it may be carried into effect, reference will now be made, by way of example, to the accompanying drawings, in which: Figure 1 is a schematic view of a theft deterrent system and Figure 2 is a schematic view of a theft deterrent method.

Detailed Description

S

With reference to Figure 1, a theft deterrent system 2, may comprise a theft deterrent apparatus 100, accordingly to arrangements to the present disclosure, and a remote device 50. The theft deterrent apparatus 100 comprises a vehicle controller 110 and may further comprise a Controller Area Network (CAN) transceiver 120, as described in greater detail below. The vehicle controller 110 may be communicatively connected to the CAN transceiver 120. The theft deterrent apparatus 100 may be mountable on a vehicle The remote device 50 is configured to send a wireless signal to the theft deterrent apparatus, e.g. vehicle controller 110, using a means of wireless communication, such as Bluetooth®. The remote device 50 may be a personal electronic device, such as a smart phone or tablet computer, which is usually kept on the body of the vehicle user, e.g. in a pocket of clothing or bag/purse, or otherwise carried or worn by the user. Alternatively, the remote device 50 may be a bespoke device carried or worn by the user specifically for use in the theft deterrent system 2, as described herein.

The theft deterrent apparatus 100, e.g. the vehicle controller 110, may comprise an antenna (not shown) configured to receive the wireless signal from the remote device 50. In some arrangements, the vehicle controller 110 may be configured to send a signal to the remove device 50, or another device, via the antenna or another antenna.

The remote device 50 may use any means of wireless communication, such as Bluetooth® or Wi-Fie, for communicating with the theft deterrent apparatus 100. The theft deterrent apparatus 100, e.g. the vehicle controller 110, may be configured to receive signals from a plurality of remote devices and/or to receive signals using a plurality of wireless communication techniques/methods.

As illustrated in Figure 1, the theft deterrent apparatus 100 is installed as a node within a CAN network 20 of the vehicle, such that it may communicate with other electronic controllers (ECUs) 60 of the vehicle. More particularly, the CAN transceiver 120 of the theft deterrent apparatus may be coupled to a CAN bus 22 of the vehicle CAN network, to which the other ECUs 60 are also connected. The theft deterrent apparatus, e.g. the CAN transceiver 120, may be configured to send signals via the CAN bus 22 and communicate with the other ECUs 60 coupled to the CAN bus. In the arrangement shown in Figure 1, the CAN transceiver 120 is illustrated as a separate component from the vehicle controller 110. However, in other arrangements, the CAN transceiver may be an integral part of the vehicle controller 110 and the vehicle controller 110 may be configured to perform the functions of the CAN transceiver described herein.

The other ECUs 60 may comprise, for example, an Engine Control Module (ECM) 62, a Body Control Module (BCM) 64, and/or any other electronic controller of the vehicle. The other ECUs 60 may be operable to control the operation, e.g. performance, of the vehicle. In particular, the other ECUs may be operable to control the operation, e.g. performance, of an engine of the vehicle. As described herein, upon the detection of a predetermined trigger event from the remote device 50, the other ECUs of the vehicle may be controlled by the theft deterrent apparatus 100 to modify the operation, e.g. performance of the vehicle, e.g. an engine of the vehicle.

The trigger event may be any desirable event, such as a change in the signal being received by the vehicle controller 110 from the remote device 50, detecting the signal being below a predetermined level, e.g. of signal strength, or a cessation of the signal being received by the vehicle controller 110. These trigger events may cause the theft deterrent apparatus 100, e.g. the vehicle controller 110, to communicate with one or more of the other ECUs 60 of the vehicle via the CAN bus, to modify the performance of the vehicle, e.g. the engine. In some arrangements, the theft deterrent apparatus, e.g. the vehicle controller 110, may be configured to communicate with the one or more of the other ECUs when a predetermined criterion, e.g. indicating the trigger event, has been met for a predetermined period of time. For example, a trigger event may be the theft deterrent apparatus, e.g. the vehicle controller 110 receiving no signal, or a signal strength less than a predetermined signal strength, from the remote device 50 for a predetermined period of time, such as a period of 10 seconds, whilst the vehicle engine is running. In this way, the theft deterrent apparatus, e.g. the vehicle controller 110, may be configured to modify the engine performance when the theft deterrent apparatus is outside of Bluetooth® range from the remote device 50.

The other ECUs 60 of the vehicle may additionally or alternatively be operable to control one or more signalling devices 70 provided on the vehicle. The term "signalling devices" is used in the present specification to refer to any devices on the vehicle capable of being used to send a visual or audible signal to persons outside the vehicle, such as a horn of the vehicle, a rear light of the vehicle, a front light of the vehicle, a hazard or indicator light of the vehicle, or any other suitable device. The signalling devices 70 of the vehicle may include devices whose primary function is not signalling to persons outside the vehicle, such as the windscreen wipers, window openers, and/or any other suitable devices on the vehicle the operation of which is visible or audible to persons outside the vehicle. In some arrangements, the vehicle or the theft deterrent apparatus 100 may comprise a dedicated signalling device, such as a warning light or warning speaker, to be operated following a trigger event. The warning light or warning speaker enhances safety of the system 2 by warning the thief that a theft prevention system is in operation and/or that the vehicle is being brought to a standstill. This should enable the thief to keep the vehicle under control as the vehicle is brought to a standstill by the system 2, thereby preventing damage to the vehicle and injury to the thief and other road users.

In some arrangements, the theft deterrent apparatus 100, e.g. the vehicle controller 110, may be configured to send a signal/signals via the CAN bus 22, which may be received by one or more of the other ECUs capable of modifying engine performance, such as the ECM 62. On receipt of the signal/signals, the ECM may disable a feed to the engine, such as a fuel supply feed or an electrical feed, to an ignition system of the vehicle. Alternatively, the ECM, or another of the other ECUs of the vehicle may otherwise control the engine to modify the performance, e.g. reduce available torque or maximum speed of the engine, or cause the engine to be shut down, e.g. stop. The ECM maybe be configured to resume the feed to the engine, or otherwise return the engine to previous levels of performance, e.g. by restarting the engine, upon the signal from the theft deterrent apparatus 100 ending, or a further signal being sent by the theft deterrent apparatus 100 instructing the one or more other ECUs to do so.

In alternative arrangements, the one or more other ECUs 60, such as the ECM 62, may be configured to control engine performance, e.g. disable the feed to the engine, when it stops receiving a signal from the theft deterrent apparatus, e.g. the vehicle controller 110. The one or more other ECUs 60, e.g. the ECM 62, may be configured to resume the feed to the engine, or otherwise return the engine to previous levels of performance, when the signal resumes.

In some arrangements, the system 2 may be configured to resume the feed to the engine, or otherwise return the engine to previous levels of performance, when the user has enabled it to do so, for example, by inputting a command to the remote device 50, e.g. causing the vehicle controller 110 to send appropriate signals to the other ECUs 60 via the CAN bus 22.

In some arrangements, the theft deterrent apparatus 100, e.g. the vehicle controller may be configured to communicate via the vehicle CAN bus with the other ECUs 60 to instruct one or more of the other ECUs may modify the fuel pump or fuel valve, for example, in order to control the fuel supply to the engine.

Control of the vehicle by the theft deterrent apparatus, e.g. the vehicle controller 110 via the one or more other ECUs in the CAN network 20, as described herein, may be referred to as performing an emergency procedure.

In some arrangements, the theft deterrent apparatus, e.g. the vehicle controller 110 may be configured to calculate the speed profile of the vehicle and compare this to the rate of change of signal strength of the device 50. The vehicle controller may determine, based on the comparison, whether the vehicle is moving away from the remote device 50. Moving away from the remote device 50 may be a criterion used by the vehicle controller 110 to determine whether a trigger condition exists. For example, if the vehicle is determined to be moving away from the remote device for a predetermined period of time a trigger event may be determined to exist.

If the vehicle user keeps the remote device 50 on their person, in the event that the user is pushed off, or out of, the vehicle and an unauthorised person drives the vehicle away, the remote device 50 will remain with the user. Consequently, as the unauthorised person drives the vehicle away, the vehicle controller 110 will detect a decrease in the signal strength. The vehicle controller 110 may then communicate with other ECUs 60 in the vehicle CAN bus network to modify the vehicle performance, as described above, as the signal strength of the device reduces.

In such an event, the vehicle controller 110 will detect a decrease in the signal strength that corresponds with the vehicle moving away from the remote device 50. The vehicle controller 110 may be configured to compare the rate of decrease in signal strength with the speed of the vehicle.

The detection of a drop below a predetermined value of the strength of the signal, following a decline in the signal strength at a rate that substantially corresponds with the speed profile of the vehicle moving directly away from a position at which the decline began may be a trigger event. Alternatively, a decline in the signal strength at a rate that substantially corresponds with the speed profile of the vehicle moving directly away from a position at which the decline began may be a trigger event. The position at which the decline began may correspond to the location of the remote device 50, which may have remained substantially stationary at the position at which the user left the vehicle. The vehicle controller 110 may respond to the detection of such a trigger event as described above.

In some arrangements, the theft deterrent apparatus, e.g. the vehicle controller 110 may comprise, or be communicatively coupled to, a Global Navigation Satellite System (GNSS) receiver, such as a global positioning system receiver 130, configured to monitor the speed profile and/or location of the vehicle, for example, in order to determine the trajectory of the vehicle in relation to the remote device 50. This relative trajectory may be monitored in combination with the strength of the signal received by the theft deterrent apparatus, e.g. the vehicle controller 110, to determine the proximity and/or relative position of the remote device 50 to the vehicle.

The theft deterrent apparatus, e.g. the vehicle controller 110, may use position and/or the speed information from the GNSS receiver to determine how to instruct one or more of the other ECUs 60 in the CAN network to control the performance of, e.g. slow, the vehicle. For example, the vehicle controller 110 may instruct the one or more other ECUs 60 to control the performance of the vehicle in such a manner as to minimise damage to the vehicle, e.g. the engine.

The theft deterrent apparatus, e.g. the vehicle controller 110, may use the position and/or speed information from the GNSS to send the remote device 50 updates of the status of the vehicle and/or to give the user suggestions/action plans. An update and/or action plan may include: 1) to call the police, 2) the position of the vehicle, 3) the amount of time the emergency procedure has been on-going for, 4) if the vehicle is stationary or moving, 5) a list of servicing suggestions arising from the engine shut down.

The emergency procedure may comprise a sequence of operations. The sequence may comprise unaltered vehicle, e.g. engine, performance for a first period of time, beginning with the trigger event. Then, the vehicle controller 110 may inform the one or more other ECUs 60 within the CAN bus network, such as the ECM, to control the performance of the vehicle, e.g. intermittently or continuously, for a second period of time, e.g. following the first predetermined period of time. For example, the vehicle controller 110 may communicate with the one or more other ECUs to control one or more of the other ECUs to provide an intermittent or continuous interruption of the feed to the engine for the second period of time.

The changes in performance of the vehicle, e.g. interruptions in the engine feed, may occur at regular time intervals, or may occur at random or varying time intervals, such as gradually reducing time intervals. In one or more arrangements, the periods of time, e.g. durations, for which changes in performance of the vehicle, e.g. interruptions, occur may gradually increase between consecutive interruptions.

The nature of the changes in performance of the vehicle, e.g. engine, may be predetermined by the user. The nature of the changes in performance of the vehicle may also be configured automatically, based on real time data, such as real time engine revs, vehicle speed, etc. The changes in performance of the vehicle, e.g. the rate at which changes to vehicle performance as made, may be configured automatically, based on the real time data such that damage to vehicle systems may be avoided from the changes in performance.

Following the second period, the vehicle controller 110 may send a signal to the one or more other ECUs 60, e.g. via the CAN bus, that instructs one or more of the other ECUs to stop the feed to the engine, e.g. in order to shut down or stop the engine.

In some arrangements, the vehicle controller 110 may send instructions to the one or more other ECUs 60 to control the engine to gradually reduce the speed of the vehicle, e.g. during the second period, or after the second period. Controlling the engine to gradually reduce the speed of the vehicle my enhance safety of the system 2 when bringing the vehicle to a standstill.

Additionally or alternatively to stopping of the feed to the engine, following the second period an alarm procedure may be initiated. In the alarm procedure, the vehicle may be controlled, e.g. by the vehicle controller 110 communicating with the one or more other ECUs via the CAN bus, to activate one or more of the signalling devices 70 of the vehicle. In other words, stopping of the feed to the engine may be preceded and/or accompanied by an alarm, e.g. an audible or visual alarm. The alarm may be communicated intermittently. In some arrangements, the alarm procedure may be initiated only once the vehicle has come to a standstill. The signalling devices 70 may be operated intermittently during the alarm procedure.

In some arrangements, the alarm procedure may commence at a different position in the sequence. For example, the alarm procedure may be performed during the first period and/or the second period. In some arrangements, the alarm procedure may be performed during the second period in combination with the intermittent changes in performance of the vehicle. Additionally or alternatively, the alarm procedure may be performed during the first period, e.g. intermittently during the first period, prior to the feed to the engine being interrupted.

In some arrangements, different ones of the signalling devices 70 may be operated during different periods of the emergency procedure. For example, during the first and/or second periods, a first one or more of the signalling devices 70, such as front, rear and/or indicator lights, may be operated, and once the engine has been stopped or the vehicle has come to a stop, e.g. after the second period, a horn of the vehicle may be operated.

In some arrangements, the alarm procedure, e.g. operating for the signalling devices 70, may begin during the first or second period and may continue until after the vehicle has come to a stop.

In one or more arrangements, the alarm procedure may comprise sounding a voice alarm communicating a period of time until the feed to the engine of the vehicle is stopped to a driver of the vehicle. For example, the voice alarm may be sounded intermittently, e.g. during the first and/or second periods, communicating a number of seconds (which may be, for example, 60, 50, 40, 30, 20, or 10 seconds) until the engine of the vehicle is stopped. The voice alarm may be sounded repeatedly with a predetermined frequency, such as every 5, 10, 15 or 20 seconds. The voice alarm may be sounded using the dedicated speaker for the system 2 or a speaker provided as part of another system of the vehicle, such as a stereo system.

If the theft deterrent apparatus 100, e.g. the vehicle controller 110, begins to receive a signal from the remote device 50 after the emergency sequence has been initiated, the theft deterrent apparatus, e.g. the vehicle controller 110, may control the one or more other ECUs 60 to cause the feed to the engine to be resumed. In some arrangements, the vehicle controller 110 may be configured to prevent the resumption of feed to the engine upon receiving the signal. In such arrangements, the feed may resume upon request from the user, e.g. via the remote device 50 or a user interface provided on the vehicle. If the theft deterrent apparatus 100, e.g. the vehicle controller 110, begins to receive a signal from the remote device 50 after the emergency sequence has been initiated, the alarm procedure may be stopped.

The above-described scenario and response may occur when the user has set the theft deterrent system 2 to operate in a hijack mode. The user may also select different modes to be set at different times.

For example, in hijack mode, when the vehicle is out of Bluetooth range for 10 seconds, the vehicle controller 110 may communicate, via the vehicle CAN bus, with one or more of the other ECUs 60, such as the ECM, to interrupt the ignition at regular intervals over a period of 10 to 20 seconds, giving the driver a warning that there is an engine problem. After the predetermined period of ignition interruption, the ignition may switched off and the horn may sound intermittently once the car has come to a standstill.

In the event that a user parks the vehicle and moves away from the vehicle, with the remote device 50, the system 2 may enable the user to choose a parking mode. This mode may be automatically selected when the ignition of the vehicle is off.

Alternatively, the user may positively select the parking mode on the remote device 50 or on a user interface of the vehicle. In the parking mode, the ignition may be switched off and the user's wireless signal, e.g. originating from the remote device, may be switched off, without triggering the vehicle controller 110 to communicate with the one or more other ECUs, via the vehicle CAN bus, to modify the operation of the vehicle. If the ignition is turned on whilst in parking mode, the vehicle controller 110 may be triggered to communicate, via the vehicle CAN bus, and modify the vehicle operation, e.g. in the same way as when the event trigger occurs whilst operating in the hijack mode, as described above. For example, when the ignition is turned on whilst in the parking mode, the vehicle controller may send a signal via the vehicle CAN bus to one or more of the other ECUs that prompts one or more of the other ECUs, such as the ECM, to disconnect the feed to the engine, e.g. the ignition circuit. This may deter or prevent unauthorised people from driving away on or in the vehicle when the vehicle is parked.

In some arrangements, the vehicle controller 110 may be turned off, e.g. may not receive electrical power, when the ignition of the vehicle is switched off.

In some arrangements, if the signal from the remote device 50 ceases due to the remote device 50 losing power, being lost or breaking, the vehicle user can prevent the vehicle controller 110 from communicating via the vehicle CAN bus with the one or more other ECUs 60 that modify the engine feed and/or trigger the alarms, e.g. performing the emergency procedure, by performing a gesture, e.g. by operating one or more controls of the vehicle. For example, the gesture may be turning the ignition off and on a predetermined number of times. The number of times may be pre-selected upon installation and/or modified by the user. The vehicle controller 110 may be configured to detect the gesture of the vehicle user and may not perform, or may cease performing, the emergency procedure if the gesture is detected.

The range of the wireless signal may vary according to the remote device 50 and/or the type of wireless communication used. The vehicle controller 110 may be configured to initiate the modification of vehicle, e.g. engine, performance upon receiving a signal below a predetermined threshold signal strength. The predetermined threshold signal strength may correspond with the remote device 50 being at or beyond a particular distance from the vehicle.

The vehicle controller 110 may be configured to communicate with at least one authorised remote device 50. In other arrangements, the vehicle controller 110 may be configured to communicate with a plurality of authorised remote devices. This may be advantageous in circumstances where more than one person uses the vehicle. The remote device 50 may require an authorisation from the user in order to perform commands such as modifying settings and/or resuming feed to the engine for example. The authorisation required from the user may be at least one level of passcode and/or biometric authentication, for example. In alternative arrangements, no authentication from the user may be required.

The system 2 may enable the user to select the nature of at least one trigger event and/or the vehicle performance modification resulting from the at least one trigger event. The system 2 may enable the user to select a plurality of trigger events and vehicle performance modifications, e.g. corresponding vehicle performance modifications. The user may select and change the settings using the remote device 50.

The theft deterrent apparatus 100 may be provided in a housing that can be mounted to any place on the vehicle where appropriate connection to the CAN bus of the vehicle can be achieved. It may be desirable to mount the housing in a position that is not easily accessible to a thief. The housing may be waterproof. For example, the housing may comprise a waterproof box. The dimensions of the box may be approximately 3cm by 2cm by 6cm.

The system 2 may be battery powered. The user may select a mode of operation in which the feed to the engine is disabled when there is no power to the system. This has the advantage of reducing power consumption, since the system 2 can be turned off rather than put in standby mode which draws power.

In some arrangements, the theft deterrent apparatus 100, e.g. the vehicle controller 110, may be configured to receive a remote shut down signal from the remote device or another device. The vehicle controller 110 may be configured to receive the remote shut down signal using the same means of wireless communication as the signal from the remote device or a different means of wireless communication. For example, the vehicle controller 110 may be configured to receive the remote shut down signal using a digital mobile network, such as a GSM, LTE, 3G, 4G or 5G digital mobile network.

With reference to Figure 2, a theft deterrent method 200, according to arrangements of the present disclosure, comprises first step 202 in which a theft deterrent apparatus, such as the theft deterrent apparatus 100 described above, is provided and a second step 204, in which a remote device 50 is configured to send a wireless signal to the vehicle controller 110.

The method 200 further comprises a third step 206, in which the theft deterrent apparatus, e.g. vehicle controller 110 of the theft deterrent apparatus, communicates with one or more other ECUs 60 of the vehicle via a CAN network of the vehicle. For example, the vehicle controller 110 may communicate with the one or more other ECUs via the CAN transceiver 120 of the theft deterrent apparatus 100. The one or more other ECUs may be controlled, as described above, to modify the operation of the vehicle, e.g. performance of an engine of the vehicle, and/or the signalling devices 70 of the vehicle. The vehicle controller 110 may communicate with the one or more other ECUs in response to a trigger event being detected by the vehicle controller 110 from the remote device.

As described above, the trigger event may be a change in the signal being received by the vehicle controller 110 from the remote device 50. For example, the vehicle controller 110 may detect the signal strength being below a predetermined level, or a cessation of the signal being received by the vehicle controller 110 for a predetermined period of time.

The trigger event may comprise the detection of the remote device 50 being out of Bluetooth® range for a predetermined period of time, such as 10 seconds. Modifying the operation of the vehicle may comprise the vehicle controller 100 communicating via the vehicle CAN bus with the one or more other ECUs instructing them to interrupt the feed to the engine, e.g. engine ignition at regular intervals over a predetermined period, e.g. of 10 to 20 seconds. This may give the driver a warning that there is an engine problem. During this time, one or more first signalling devices of the vehicle, such as front, rear and/or indicator lights of the vehicle may be operated, e.g. flashed.

Additionally or alternatively, the one or more first signalling devices may be operated prior to the feed to the engine being interrupted. After the predetermined period of time, e.g.10 to 20 seconds of the vehicle being out of Bluetooth® range, the engine feed, e.g. the ignition, may be cut. When the engine feed is cut or when the vehicle comes to a stop, one or more second signalling device of the vehicle may be operated, e.g. intermittently operation. For example, when the engine fees is cut or one the vehicle has come to a stop, a horn may be sounded intermittently. The engine feed may be resumed when the remote device 50 is in Bluetooth® range of the vehicle controller 50, e.g. when the vehicle controller 110 resumes receiving the signal from the remote device 50, and/or upon the user enabling the engine using the remote device 50.

The time periods mentioned above may be any suitable periods of time. The time periods may be set automatically or may be set by the user. The time periods may be selected to minimise damage to the vehicle and/or the driver.

Although in the arrangements described above, the vehicle comprises an internal combustion engine, and control of the engine performance is described in terms of controlling feeds or ignition to the engine, it will appreciated that the system 2 may also be provided in a hybrid or electric vehicle, and references to controlling the performance of an engine of the vehicle may be equally applicable to controlling an electric motor of the vehicle, e.g. to control the speed of the vehicle. For example, one or more of the other ECUs of the vehicle may be operable to control the performance of one or more electric motors of the vehicle. In particular, a voltage, current of frequency of a current output from an inverter of the vehicle may be controlled by one or more of the other ECUs of the vehicle to change the speed of the motor.

It will be appreciated by those skilled in the art that although the invention has been described by way of example, with reference to one or more exemplary examples, it is not limited to the disclosed examples and that alternative examples could be constructed without departing from the scope of the invention as defined by the appended claims.

Claims

Claims 1. A theft deterrent apparatus for a vehicle, the apparatus comprising: a vehicle controller, the vehicle controller being configured to receive a wireless signal from a remote device, wherein the vehicle controller is configured to communicate with one or more other controllers of the vehicle via a vehicle Controller Area Network, CAN, bus, wherein the vehicle controller is configured to instruct one or more of the other controllers of the vehicle, via the vehicle CAN bus, to modify the performance of the vehicle upon the detection of a predetermined trigger event from the remote device.
2. The theft deterrent apparatus of claim 1, wherein the apparatus further comprises a CAN transceiver communicatively coupled to the vehicle controller, wherein the CAN transceiver is configured to couple to the CAN bus of a vehicle, and wherein the controller is configured to communicate with the one or more other controller of the vehicle using the CAN transceiver.
3. The theft deterrent apparatus of any of the preceding claims, wherein the controller is configured to modify, e.g. reduce, the performance of the vehicle at predetermined time intervals for a determined period of time.
4. The theft deterrent apparatus of claim 3, wherein the determined period of time for which the performance of the vehicle is modified is increased between consecutive periods during which the performance is modified.
5. The theft deterrent apparatus of any of the preceding claims, wherein the trigger event is a change in the signal being received from the remote device by the controller.
6. The theft deterrent apparatus of any of the preceding claims, wherein the trigger event is detection of the signal strength from the remote device being below a predetermined level.
7. The theft deterrent apparatus of any of the preceding claims, wherein the trigger event is a cessation of the signal from the remote device being received by the controller for a predetermined period of time.
8. The theft deterrent apparatus of any of the preceding claims, wherein the controller is configured to switch off an engine of the vehicle, or no longer provide power to a drive motor of the vehicle, after a predetermined period of time following the trigger event.
9. The theft deterrent apparatus of any of the preceding claims, wherein the performance of the vehicle is modified by interrupting or modifying the operation of: a fuel or ignition system of an engine of the vehicle; or a system for supplying power to an electric drive motor of the vehicle.
10. The theft deterrent apparatus of any of the preceding claims, wherein the performance of the vehicle is modified by partially or fully shutting off a fuel supply to the engine of the vehicle.
11. The theft deterrent apparatus of any of the preceding claims, wherein the vehicle controller is further configured to communicate via the vehicle CAN bus to activate one or more first signalling devices of the vehicle upon detection of the predetermined trigger event.
12. The theft deterrent apparatus of claim 11, wherein the one or more first signalling devices comprise one or more of: a horn of the vehicle; a rear light of the vehicle; a front line of the vehicle; a hazard or indicator light of the vehicle; and a windscreen wiper of the vehicle.
13. The theft deterrent apparatus of any of the preceding claims, wherein the vehicle controller is configured to instruct the one or more other controllers of the vehicle, via the vehicle CAN bus, to cause the vehicle to stop, wherein the vehicle controller is further configured to communicate via the vehicle CAN bus to activate one or more second signalling devices of the vehicle once the vehicle has come to a stop.
14. The theft deterrent apparatus of claim 13, wherein the one or more second signalling devices comprise one or more of: a horn of the vehicle; a rear light of the vehicle; a front line of the vehicle; a hazard or indicator light of the vehicle; and a windscreen wiper of the vehicle.
15. The theft deterrent apparatus of any of the preceding claims, wherein the remote device is further configured to enable a user to change the predetermined trigger event.
16. The theft deterrent apparatus of any of the preceding claims, wherein the controller is configured to communicate with at least one authorised remote device.
17. The theft deterrent apparatus of any of the preceding claims, wherein the authorised remote device is the user's personal smart device. 20
18. A theft deterrent method for a vehicle, the method comprising: providing a theft deterrent apparatus configured to receive a wireless signal from a remote device, wherein the theft deterrent apparatus is configured to communicate via a vehicle CAN bus with one or more other ECUs of the vehicle to control the performance of the vehicle; detecting a predetermined trigger event from the remote device; modifying the performance of the vehicle, by the vehicle controller, upon the detection of the predetermined trigger event
19. The method of claim 18, wherein the method further comprises modifying the performance of the vehicle at predetermined time intervals and/or for a determined period of time.
20. The method of claim 19, wherein the modifying the performance of the vehicle comprises gradually increasing the determined time period between consecutive periods during which the performance of the vehicle is modified.
21. The method of any of claims 18 to 20, wherein the method comprises initiating a predetermined sequence of performance modifications to an engine and/or electric motor of the vehicle upon the detection of the predetermined trigger event.
22. The method of any of claims 18 to 21, wherein the method further comprises communicating via the vehicle CAN bus to activate one or more first signalling devices of the vehicle upon detection of the predetermined trigger event.
23. The method of any of claims 18 to 22, wherein the method further comprises: instructing the one or more other ECUs of the vehicle, via the vehicle CAN bus, to cause the vehicle to stop; and instructing the one or more other ECUs of the vehicle, via the vehicle CAN bus, to activate one or more second signalling devices of the vehicle once the vehicle has come to a stopCOCCO