RU2123441C1 - Automobile unauthorized access protection system - Google Patents

Abstract

FIELD: transport engineering; antitheft protection of automobiles. SUBSTANCE: system has set of transponders and stationary part installed on vehicle. Stationary part includes logic module, transponder readout device, individual service settings memory unit, owner warning unit, immobilizer relay member and setting state signal converter. provision is made for use of slave mechanism electric drive controlled by logic module. EFFECT: enhanced convenience of use by introduction of service settings chosen by each user when switching off automobile protection. 2 dwg

Description

 The invention relates to the field of vehicles, is intended to prevent their unauthorized use and can be used in road transport to prevent theft or theft.

 There are known systems of protection against unauthorized access for vehicles, which include the stationary part mounted on the vehicle and the portable part adapted to be worn by each of the persons authorized to use this vehicle (for definiteness we will call such a person "user") .

 These protection systems, as a rule, aim to complicate the use of the vehicle as much as possible by a person for whom such use is prohibited (let's call such a person a "hijacker"). However, complicating the task of the hijacker, these protection systems force the user to perform uncomfortable and unnatural actions for him.

 For example, according to the patent of the Russian Federation N 2006394, cl. B 60 R 25/00 of 11/27/91, the user must, to disable the protection, touch his remote control with a place on the skin known only to him.

 To describe typical user inconveniences, it is sufficient to quote the description of another patent of the Russian Federation N 2084361, cl. B 60 R 25/04 of 09/28/95: "To use the vehicle, you must first power up the control panel installed in the body using a code key. Then, enter the code from the panel and send the unlock signal to the electromechanical lock of the previously selected closing body part. After opening manually of this part, it is also necessary to manually open the valve blocking the fuel pipe using the opening element installed under this part, only after that it becomes possible to use the vehicle ".

 The position of the user in those protection systems is somewhat simplified, which for the normal functioning of the vehicle only requires the presence of a complete portable part in the communication zone with the stationary part. In the technical literature for such a portable part, the term "transponder" is used. In the general case, a transponder is an electronic device (in the form of a card, tablet or miniature cylinder), consisting of a transmitter and a receiver of electromagnetic waves, the memory of which contains an identification message that is strictly individual for each transponder. At the request of the stationary part (or by special user intervention), the transponder transmits its identification message. Compliance of the identification message with certain requirements (identified by the stationary part) allows the stationary part to separate users from all other persons (who are considered by the security system as potential hijackers).

 Similar systems of protection against unauthorized access for vehicles are widely considered in the literature and are described, for example, in the patent of the Russian Federation N 2076815, cl. B 60 R 25/00 dated 10.31.95, in German patent N 19514074, cl. B 60 R 25/04 of 04/13/95, in German patent N 19605836, cl. B 60 R 25/00 of 02.16.94 and in UK patent N 2286634, CL. B 60 R 25/04, B 60 R 25/06 dated 02.21.94. These systems allow you to protect the vehicle from theft or theft. In this case, the executive body of protection is the stationary part mounted on the vehicle. Protection in the general case may consist in the fact that for any person, except for the users, the doors of the vehicle, windows, hood and trunk are blocked, and when the locking circuits are mechanically broken in order to penetrate the guarded vehicle, an alarm is activated. Another protection option may be the use of special immobilizers, which create for all persons, except users, such a state of the engine or vehicle control modules, in which the use of the vehicle for movement becomes impossible. At the same time, it is believed that a person who entered a guarded vehicle for the purpose of hijacking will not understand the reasons for the refusal to operate the vehicle, but simply leave it. There may be protection using both of the above methods.

 The disadvantage of these devices is the inconvenience in the use of the protected vehicle for the user, since the known protection systems against unauthorized access for vehicles do not allow the user to offer individual service installations.

 This disadvantage is fully present in the system of protection against unauthorized access for vehicles according to European patent N 0635408, class. B 60 R 25/10, E 05 B 49/00 dated 07/22/93, which is the closest in technical essence to the claimed one.

 A well-known technical object is a system of protection against unauthorized access for vehicles, consisting of a set of transponders and a stationary part installed on a protected vehicle, which includes a logic module, a user warning unit, an immobilizer relay body, a transponder reader, the input of which is connected to the output of the gate request logic module, the control output of the relay of which is connected to the input of the relay body of the immobilizer, the control output signal zatsiey - alert the user to the input unit, the group of actuators control output - of the group of control buses, and the group input signal sensors coupled with a group of signal lines.

 Like the other systems mentioned above, this system of protection against unauthorized access for vehicles does not allow the user to offer individual service installations, so using this system is inconvenient.

 The problem to which the invention is directed, is to increase the convenience for the user of the system.

 The problem is solved in that in the known system of protection against unauthorized access for vehicles, consisting of a set of transponders and a stationary part installed on a protected vehicle, which includes a logic module, a user warning unit, an immobilizer relay body, a transponder reader, the input of which is connected to the output of the request strobe of the logic module, the relay control output of which is connected to the input of the immobilizer relay organ, the output is controlled signaling - to the input of the user warning unit, the group output for controlling actuators - to the group of control buses, and the group input of signal sensors is connected to the group of signal buses, the memory block of individual service units and the signal state converter of the units, the inputs of which are connected to group of signal buses, and the output is connected to the information input of the memory block of individual service settings, the address and control inputs of which are connected respectively It is related to the output of the transponder reader and to the installation control bus, and the output is connected to the input of the signals of the individual installation of the logic module.

 In FIG. 1 is a structural diagram of the proposed system of protection against unauthorized access for vehicles. In this case, the dashed line is limited to the elements that make up the stationary part. The control bus group is marked with "Control tires", the signal bus group is marked with "Signal tires", and the control bus of the installation is marked with "Set".

 In FIG. Figure 2 shows a block diagram of one of the possible options for constructing a memory unit for individual service installations. In this case, the block block diagram is taken in a frame, in the upper right corner of which the number of this block is shown, which coincides with the number in FIG. 1. The input signals of this block are indicated outside the frame field of the block diagram of FIG. 2 by the block numbers of FIG. 1, these signals are generated at the outputs, with the exception of the signal received via the “Ust” bus, the name of which coincides with the name of the bus of the same signal in FIG. one.

 The composition of the claimed system of protection against unauthorized access for vehicles includes a number of elements and blocks.

 Logic module 1, the output of the request gate of which is connected to the input of the reader 2 of the transponder, and a group of signal buses is connected to the group input of signal sensors (in Fig. 1 this group of buses is designated "Signal buses"). We conventionally believe that the vehicle equipment is designed for the use of electric actuators, which can be controlled by logic module 1 (control buses for actuators are indicated in Fig. 1 as "Control buses").

 The transponder reader 2, which includes a signal transmitter to the transponder and a transponder signal receiver. When the transponder 3 is in the communication zone with the transponder reader 2, there is an inductive interaction between these blocks, which allows the transponder 3 to receive the request of the transponder reader 2, and to receive the transponder 3 identification code for the transponder reader 2.

 The memory unit 4 of the individual service installations, to the control and address inputs of which the installation control bus is connected (“Ust” is indicated in FIGS. 1 and 2) and the output of the transponder reader 2, and the output of unit 4 is connected to the input of the individual installation signals of logic module 1.

 Block 5 alerts the user whose input is connected to the alarm control output of logic module 1.

 The relay organ of the immobilizer 6, the input of which is connected to the control output of the relay of logic module 1.

 Converter 7 signals the status of the installations, the inputs of which are connected to a group of signal buses, and the output is connected to the information input of the unit 4 of the memory of individual service installations.

 As a logical module 1, a standard on-board computer or microprocessor with corresponding ports can be used.

 The user warning unit 5 may include a set of light and sound indicators with corresponding input amplifiers-drivers (as an option, the user warning unit 5 can also use the control of the vehicle’s signaling organs).

 The relay organ of the immobilizer 6 is a set of relays with control circuits for turning on and off the vehicle units, for example, the standard function of the immobilizer (according to European patent N 0635408, CL B 60 R 25/10, E 05 B 49/00 from 07.22.93) is to shut off the fuel in the engine lock circuits.

 The Converter 7 signals the status of the installations is a set of comparators and amplifiers-shapers.

 The composition of the simplest version of the unit 4 of the memory of individual service installations, the structural diagram of which is shown in FIG. 2, there are two registers of D-flip-flops with triggering on the falling edge of the clock signal (4.1 and 4.2), a storage module 4.3 with a reprogrammable memory matrix, a comparison element 4.4, OR elements 4.5, 4.6 and 4.7, AND elements 4.8 and 4.9, inverters 4.10 and 4.11.

 Transponder 3 and transponder reader 2 are standard electronic units. Under the transponder 3 refers to an electronic device consisting of a transmitter and a receiver, the memory of which contains an identification message. Upon a corresponding request generated by the transponder reader 2, the transponder 3 transmits a message recorded in its memory to the transponder reader 2. In this case, the transponder reader 2 determines the code number of the permissible signal of the transponder 3, which matches the identification message of this transponder 3. The transponder 3 is called passive if it extracts the power necessary for transmission from the request signal, and the active transponder 3 contains a power source (battery). According to the embodiment, the transponders 3 can be in the form of cards, miniature cylinders or plastic discs. TIRIS transponders and reader descriptions are described, for example, in Texas Instruments technical guidance: R145587N / NS TIRIS RF Module IC. Reference Manual. Rev. 1.4 05/31/94, Texas Instruments Registration and Identification System. TIRIS 23 mm Glass Encapsulated Transponder RI-TRP-RRHB RI-TRP-WRHB, Reference Manual. 28 March 1995 "," Texas Instruments Registration and Identification System. TIRIS Digital Signature Blok Transponder RI-TRP-A9WK. Reference Manual. 21 June 1996 ".

 The remaining elements that make up the system of protection against unauthorized access for vehicles are standard, widely described in the technical literature and do not need further explanations.

 External manifestations of the operation of the system of protection against unauthorized access for vehicles are as follows. The stationary part by any known method generates request signals. These signals can be generated periodically or, for example, after a certain period of time after receiving the impact (for example, after opening a door or trunk). On request signals, the stationary part awaits the receipt of the transponder identification package. If such a package does not arrive in the expected period of time, the stationary part goes into guard mode: all windows are closed, the lights and electronic devices (radio, tape recorder, etc.) are turned off, the stationary part checks for the presence of closed doors, hood, trunk (if not everything is closed , sound and / or light signals are generated about incomplete perimeter protection), the deadbolts of locked locks are blocked and the immobilizer relay organ is switched on with a set delay (it is possible that when the engine is switched on, the security mode fected only partially). Thus, the system is ready both for the arrival of the hijacker and for the appearance of one of the users. The stationary part distinguishes the user from the hijacker by the presence or absence of an identification package of the required type for the next request signal. The protection system does not allow the hijacker to use the vehicle for their own purposes. If, however, an identification package is received for any request, then the stationary part, analyzing the received package, determines the specific user and turns on the vehicle, making settings that are individually determined for this user (for example, the specific window positions of certain windows, set the selected position of the seats, steering column, mirrors, lighting, etc.). Thus, for each of the possible users, the service settings selected by this user are individually implemented. If one user replaces another, then the first user must leave the vehicle, and the next user must enter the vehicle so that the stationary part detects the absence of the identification transponder package when changing users. Having received another authorized identification package, the stationary part changes the service settings, bringing them in accordance with the wishes of the next user.

 Let us analyze in detail the operation of the proposed system of protection against unauthorized access for vehicles according to the structural diagram shown in FIG. one.

 The logical module 1, which is part of the stationary part of the claimed system of protection against unauthorized access for a vehicle, by any established method generates at its output of the request gate the control signals of the reader 2 of the transponder. The choice of a specific method of generating these signals for this technical solution is not significant. This method is determined by the program of operation of logic module 1, it may depend on the signals arriving at it, but in the simplest case, the control signals of the transponder reader 2 are generated simply periodically, for example, five times per second. For each of the control signals, the transponder reader 2 generates the contactless request signals of the transponder 3. That is, the signal transmitter to the transponder included in the transponder reader 2 generates a transponder 3 code request signal five times per second.

 After the formation of this signal, three variants of the system may occur.

 Firstly, there may not be a single transponder 3 in the communication zone with the transponder reader 2 (i.e., there is no inductive coupling between the transponder reader 2 and transponder 3). In this case, the transponder 3 does not receive a transponder reader 2. From the transponder reader 2, an empty word is received in the memory unit 4 of the individual service settings (for the circuit of the block 4 shown in Fig. 2, the empty word is a set signals of logical zeros).

 Secondly, in the communication zone with the reader 2 of the transponder, there may be a transponder 3, which is not included in the package of the system of protection against unauthorized access for a vehicle. In this case, the transponder reader 2 receives the identification package of an extraneous transponder 3. The transponder reader 2 compares the received signal with each of the stored valid ones and determines that a prohibited signal of the identification package has arrived. For a forbidden identification message, an “empty” word is generated at the output of the transponder reader 2, which enters the memory unit 4 of individual service settings (for the circuitry of block 4 shown in Fig. 2, this “empty” word is also a set of logic zero signals, although in the general case, the transponder reader 2 is capable of outputting “empty” words of various kinds in the absence of the transponder and with the transponder being prohibited for identification).

 Thirdly, in the communication zone with the reader 2 of the transponder there may be one of the transponders 3 included in the package of this system of protection against unauthorized access for a vehicle. In this case, the transponder reader 2 receives a valid signal of the identification transponder 3. The transponder reader 2 compares the received signal with each of the stored valid ones and determines the code number of the valid identification parcel (for example, by the memory cell number in the transponder reader 2, in which the received code is stored signal identification packet). The output signal of the transponder reader 2 is the code number of the valid signal of the identification packet of the transponder 3. For example, if four valid transponder identification messages are stored in the transponder reader 2, then when reading the transponder information (depending on which complete transponder 3 is in the communication zone with transponder reader 2), one of the four codes "001", "010", "001" or "100" can be generated at the output of the transponder reader 2.

 In principle, one more variant of the system’s operation is possible, when there is more than one transponder 3 in the communication zone with the transponder reader 2. However, this case reduces to the ones considered above. Indeed, if the signal power from one of the transponders 3 on the antenna of the transponder signal receiver, which is part of the transponder reader 2, significantly exceeds the signal power from the other transponders 3, then a more powerful signal will be received in the transponder reader 2 without distortion, and the transponder reader 2 is uniquely determine if this transponder 3 is part of this system of protection against unauthorized access for vehicles. If the signals of various transponders 3, when superimposed, lead to a distorted reception of the code on the transponder reader 2, then with a probability close to unity, the transponder reader 2 will determine the received code as the code of an extraneous transponder 3 and will generate an “empty” word at its output (for 64- bit identification package the probability that the distorted code will be accepted as one of the allowed is so small that with five feeds of the distorted code per second such an event can occur on the bowl once in 100,000 years).

 If the reader 2 of the transponder generates an "empty" word at its output, then this means the need to establish a security regime for the vehicle. Upon receipt of an "empty" word, accompanied by a gating pulse, in block 4 of the memory of individual service settings in this block, the contents of register 4.1 (which is a D-trigger register with setting the contents on the trailing edge of the clock signal) are reset by the trailing edge of the strobe pulse. When register 4.1 is reset, in block 4 of the memory of individual service settings, a guard demand signal is generated, which is sent to logic module 1. Upon receipt of such a signal, logic module 1 can be either in armed mode or in unarmed mode. In arming mode, the arrival of the arming request signal by logic module 1 is ignored, and if the stationary part of the system was in arming mode, the system goes into arming mode. This transition depends both on the program installed in the logical module 1 and on the state of the sensors connected to the signal buses of the logical module 1. In general, when switching to the security mode, the logical module 1 generates power window start-up signals for its actuator control group output for closing all windows, turn-off signals for lighting and electronic devices (radio, tape recorder, etc.). By the value of the parameters (analog or code) received via the signal buses, logic module 1 checks for closed doors, hood, trunk (if not everything is closed, logic module 1 gives a signal to user warning unit 5 to generate sound and / or light signals about incomplete perimeter security), locks the deadbolts of locked locks and, with a specified delay, turns on the relay body of the immobilizer 6.

 If the transponder reader 2 generates at its output a different from the zero ("empty") number of the valid signal of the transponder 3 identification signal (accompanied by a strobe signal), then the code stored in register 4.1 is checked in the memory block 4 of the individual service settings. If the transponder 3 identification signal permissible signal number is different from the zero code, an enabling unit signal is generated at the output of the OR 4.5 element. If a register consisting of all zeros corresponding to a reset is recorded in register 4.1, an enable unit signal appears at the output of inverter 4.11. Thus, at the two inputs of the AND 4.9 element, single signals appear, and the strobe signal passes through the And 4.9 element, then through the OR element 4.7 to the clock input of the register 4.1, as a result of which the code number of the valid signal of the identification packet of the transponder 3, received from the output of the reader 2 of the transponder is stored in the register 4.1 of block 4 of the memory of individual service settings. Otherwise, if any code received earlier from the transponder reader 2 is already stored in register 4.1, then, regardless of whether the stored code matches the newly received code, the gate signal cannot pass through one of the AND elements (4.8, 4.9 ), and the code newly received from the transponder reader 2 by the memory unit 4 of the individual service settings is ignored. The physical meaning of such ignoring is quite simple: if one of the users disarmed, the service settings in the vehicle should be most convenient for this - the main - user, and the code of the other user could get into the transponder reader 2 simply because in the transport the tool contains several users at the same time, of which all but one, the main user, are in this case just passengers. Thus, the codes of all other users, except the main one, should be ignored, since their identification messages (such as the identification messages of the transponders of 3 passengers) could only be accidentally considered as the reader 2 of the transponder, but the code of the main user (the one who disarmed) can also ignored, because its code is already stored in register 4.1 of block 4 of the memory of individual service settings. The memory unit 4 of individual service settings reads data from the storage module 4.3 with a reprogrammable memory matrix at the address stored in register 4.1, and generates in register 4.2 the code of the permissible signal of the identification packet of transponder 3 (stored in register 4.1) a set of control signals that passed to logic module 1.

 Thus, either the disarming code corresponding to the requirements of one consumer (main), strictly defined for the given disarming, or the security request signal code (in the latter case, from the memory module) is transmitted to logic module 1 from the memory block 4 of individual service settings 4.3 with a reprogrammable memory matrix, data stored in the zero cell is read). The logic module 1 performs the installation in the vehicle of the required mode, acting on the control bus of the vehicle.

 If the security mode is set, then according to the signals from the sensors entering the logical module 1 via the signal lines supplemented with the output signals of the register 4.2 and the comparison element 4.4 included in the memory unit 4 of the individual service settings, the logical module 1 determines the end of the vehicle installation in security mode.

 If the disarming mode is set, then the logic module 1, using the register code 4.2 received from the individual service unit memory unit 4, issues commands to the control buses to disable the arming mode and establish the vehicle operating mode that is most convenient for this particular user. Such a mode setting includes both the general part (disconnecting the immobilizer relay organ 6, unlocking the lock bolts, etc.) and the individual installation according to the contents of register 4.2 (turning on certain windows to open windows, turning on the required lighting and electronic devices, setting the selected position steering column, seats, mirrors, etc.). The compliance of the actual position with the chosen one can be judged by the data received on the signal buses. Correspondence of the common part to the necessary parameters is determined directly by the logical module 1, and the compliance of the individual installation with the requirements set by the consumer is carried out as follows. The signals from the sensors that determine the required individual installation are fed to the converter 7 of the status signals of the installations and converted into a code supplied to the memory unit 4 of the individual service settings. The coincidence (or permissible deviation) between the code entering the memory unit 4 of individual service settings from the converter 7 of the status signals of the settings and the code read from the corresponding cell of the storage module 4.3 with the reprogrammable matrix of memory in the register 4.2, determines the comparison element 4.4. If these codes coincide, then the comparison element 4.4, which is included in the memory unit 4 of the individual service settings, provides a signal to the logic module 1 to end the disarming mode. In this case, the vehicle will be set to the mode most convenient for the given (main) user.

 For generality of consideration, it should be noted that in a real vehicle it is not always possible to fully establish the required mode of operation. If, for example, for some predetermined time interval, the comparison element 4.4, included in the individual service installation memory unit 4, does not output a mode end signal to logic module 1, then logic module 1 turns on the corresponding sound and / or light signals in user warning block 5 , meaning that the vehicle is not fully functional and needs repair.

 At the end of the disarming mode, the logic module 1 stops the influence on the control buses (by setting them, for example, in a high impedance state) and the user gets the opportunity to change, for example, the position of the mirrors, steering column, etc. This changed position can be stored in memory unit 4 individual service installations so that at the next use of the vehicle by this user it would be installed after disarming (for example, in summer the user may want to have open windows, and in autumn open windows become redundant for him). To memorize the changed position, it is necessary to send a signal via the installation control bus (for example, press the corresponding button for a specified period of time). After generating a signal on the control bus of the installation (in the drawings of Fig. 1 and Fig. 2, the designation "Upr" is entered for it), the identification message of the transponder 3 is read and its code number is determined in the reader 2 of the transponder. Such a reading is necessary, since in the general case a user changing his service settings does not have to be the main user. The content of the corresponding cells of the memory module 4.3 with a reprogrammable memory matrix in the memory unit 4 of the individual service settings is changed in such a way that this changed content would correspond to the signals of the converter 7 of the status signals of the settings supplied to the information inputs of the memory module 4.3 with the reprogrammable memory matrix of the individual memory unit 4 service installations. It should be noted that some signal bus (or a combination of signal buses) can be used as a control bus for the installation in a mode different from its main use. It should be noted that when executing the memory unit 4 of individual service installations according to the simplest scheme of FIG. 2, the user for whom the service settings were changed, at the end of such a change, becomes the main user (in principle, other variants of the block scheme are possible for which such replacement of the main users does not occur).

 Thus, the possible modes of operation of the system of protection against unauthorized access for vehicles for the frequent case of the execution of unit 4 of the memory of individual service installations according to the scheme of FIG. 2.

 The company has mastered the small-scale production of the proposed systems of protection against unauthorized access for vehicles. Tests have shown the high reliability of protection that this system provides. The system is convenient to use. The transponder lies in the user's pocket, and he does not need to take any action to remove and arm the vehicle. On the other hand, service installations provide the maximum usability of the vehicle for each specific user.

Claims (1)

 System of protection against unauthorized access for vehicles, consisting of a set of transponders (3) and a stationary part installed on the protected vehicle, which includes a logic module (1), a block (5) for warning the user, an immobilizer relay body (6) , a transponder reader (2), the input of which is connected to the output of the request strobe of the logic module (1), the relay control output of which is connected to the input of the immobilizer relay organ (6), the alarm control output - to the input of the block (5) user warnings, the group output for controlling actuators is connected to a group of control buses, and the group input of signal sensors is connected to a group of signal buses, characterized in that the stationary part contains a block (4) of memory for individual service installations and a converter (7) of signal status of the units, the inputs of which are connected to the signal bus group, and the output is connected to the information input of the unit (4) of the memory of individual service settings, the address and control inputs of which are connected respectively enno to the output of the reader (2) and a transponder system control bus, and an output connected to the input signals of logic module individual installation (1).

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