RU2260526C1 - System to prevent unauthorized use of vehicle - Google Patents

Abstract

FIELD: transport engineering; security systems.

SUBSTANCE: invention relates to methods of protection of vehicles from unauthorized use by interlocking vehicle engine thrust. Proposed system contains central control unit whose supply input is connected to interconnected HOOK-UP and WAIR-UP relay units and is connected through ignition switch to plus terminal of carry-on supply source. HOOK-UP and WAIR-UP units are connected to corresponding functional member of vehicle. Electronic identification mark and mark reader with antenna connected with central control unit are provided. Event protocol shaper, nonvolatile memory, even protocol reader, modulator and data transmission unit are introduced into system being series connected to each other. Event protocol shaper input is connected to additional output of central control unit. Event protocol reader is also connected with central control unit. Output of date transmission unit is connected with mark reader antenna.

EFFECT: provision of reliable protection of insurance company effecting insurance from falsification of events insured against, minimization of possible losses.

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Description

The invention relates to techniques for protecting vehicles (TC) from unauthorized use by blocking the thrust of the engine of the vehicle, in particular to anti-theft systems.

The anti-theft systems for vehicles with a ban on starting the engine of a stolen vehicle are widely known - immobilizers, the requirements for which are regulated by the state standard of the Russian Federation GOST R 41.97-99 (UNECE Regulation No. 97, Part III). Immobilizers include, in particular, automobile anti-theft systems of the BLACK BUG Plus family (BLACK BUG Plus BT-71L, BT-71F, BT-71W and others), commercially available by the applicant company (certificate of conformity No. РОСС RU.MT08.B02051).

Each of these systems contains a central control unit connected through a cable on-board network, sensors of unauthorized influence on the vehicle, alarm signaling units and nodes for blocking the doors and functional organs of the vehicle, a remote user identification unit associated with the start-up input of the central control unit, the signal input of which is connected to the outputs of sensors of unauthorized exposure to the vehicle, as well as the outputs of the door blocking units and the functional bodies of the vehicle, and the outputs - with the manager and the inputs of these sensors, alarm nodes and blocking nodes.

The applicant company also produces anti-theft systems of the REEF SPACE family (S-300, S-301 and others), which provide the possibility of forcing the vehicle engine to be stopped by means of a paging communication channel.

The main operating modes and parameters of these anti-theft systems are given in the Automotive Security Systems Catalog, Moscow, Altonika LLC, 2003, pp. 8-11.

These anti-theft systems are protected by a number of patents, in particular RU No. 2159191, 60 R 25/00, RU No. 2160196, 60 R 25/00, RU No. 2160675, 60 R 25/00, RU No. 2172263, 60 R 25 / 00 and others.

A high level of vehicle protection using these systems is achieved, inter alia, by eliminating the possibilities of both visual and electrical identification of the nodes of blocking the functional organs of the vehicle. This is ensured through the use of a standard onboard power bus (or onboard ignition bus) for transmitting control signals, as well as through the use of remotely controlled relay assemblies produced by the applicant enterprise in the blocking units of the vehicle’s functional organs (12 Volt magazine, 2002, No. 1 ) under the trademarks HOOK-UP (certificate No. 170323) and WAIT UP (certificates No. 206899, 226719). Relay nodes of both types are controlled by a standard on-board ignition bus, and their appearance and connection wires are the same as that of standard automotive relays. Therefore, visually detecting these relay nodes is extremely difficult. The WAIT UP relay assembly is almost impossible to find using the diagnostic equipment, checking open and shorted contacts, since the WAIT UP relay assemblies, in the absence of vehicle movement, operate completely similar to standard automotive relays. WAIT UP relay nodes allow you to block the movement of the vehicle in cases where the hijacker managed to start the engine and start the movement of the vehicle.

The combination of these advantages is realized in the vehicle protection system against unauthorized use according to patent RU No. 2237585, 60 R 25/00, containing an electronic identification tag and a central control unit, the power contacts of which are connected, respectively, to the plus and minus poles of the onboard power supply, and the control contact is connected to the control inputs of the N relay nodes HOOK-UP and the M relay nodes WAIT UP connected to each other via the ignition bus and, via the ignition switch, to the plus pole a commercial power source, the negative pole of which is connected to the ground of the vehicle, as well as a tag reader connected to the central control unit, which is capable of inductive interaction — via a transceiver antenna — with an electronic identification tag, with N HOOK-UP relay nodes and M WAIT relay nodes UP are connected to the relevant functional bodies of the vehicle. This system of protection of the vehicle from unauthorized use is selected as a prototype of the invention, as the closest analogue in terms of the number of essential features.

The anti-theft systems described above are difficult to crack. However, in cases where the TS is insured, the possibility of a criminal conspiracy between the hijacker and the owner-insurer of the TS cannot be ruled out. In these cases, losses are incurred by the insurance company, which is obliged to pay the insured the cost of the stolen vehicle. The anti-theft systems described above (including the prototype system) cannot protect against this type of fraud. The present invention seeks to remedy this drawback.

The subject of the present invention is a system for preventing unauthorized use of a vehicle, comprising an electronic identification tag and a central control unit, the power contacts of which are connected, respectively, to the plus and minus poles of the on-board power supply, and the control contact is connected to interconnected by the on-board ignition bus the control inputs of the N relay nodes HOOK-UP and the M relay nodes WAIT UP and - through the ignition switch - to the positive pole of the onboard power supply I, the negative pole of which is connected to the ground of the vehicle, as well as a tag reader connected to the central control unit, made with the possibility of inductive interaction - via a transceiver antenna - with an electronic identification tag, while N relay units HOOK-UP and M relay units WAIT UP are connected to the corresponding functional bodies of the vehicle, the system includes an event protocol shaper connected in series, the input of which is connected to the additional output of the central control unit, non-volatile pendent memory associated with the central event management protocol reader unit, an additional output is a nonvolatile memory connected to the auxiliary input, a modulator and a data transmission unit, the output of which is connected to a transceiver antenna.

The objective of the present invention is to create a system to prevent unauthorized use of the vehicle, which would reliably protect the insurance company, which concluded a vehicle insurance agreement with the vehicle insurer, from falsification of insured events and help the insurance company deal with them, with a view to minimizing possible losses.

The inventive system should be installed on the vehicle by specially trained persons at the request of the insurance company. According to the terms of the insurance contract, vehicle users should not have access rights to the central control unit, event protocol generator, non-volatile memory, event protocol reader, modulator, data transmission unit and transceiver antenna. For example, these elements of the system can be surrounded by a shell, any violation of which should be considered by the system as an “alarm event”, after which further use of the vehicle becomes impossible.

The technical result achieved is due to the application of the new information technology in the proposed system, which consists in recording (in the form of an event protocol) all "normal events" and "disturbing events" that occurred from the vehicle in the non-volatile memory of the system and subsequent recording of these event protocols in electronic identification tags , the unique numbers of which are recorded in the insurance contract. The indicated event protocols are objective witnesses of the actions of the vehicle user before and during the occurrence of the insured event and allow the insurance company to make a quick and correct decision on each insured event.

The technical essence of the invention is as follows.

The central control unit of the system writes to non-volatile memory - a protocol of events, that is, a protocol of the most significant changes that occurred with the vehicle. We are talking about events such as, for example, the last ignition on and off, attempts to hijack or hijack a vehicle, attempts to electronically “crack” an anti-theft system, and other similar events. These events are generated in the memory of the central control unit from code messages arriving from various sensors (for example, from sensors of unauthorized influence, from limit switches of doors, hood, or trunk, from the ignition switch, etc.). During each trip, the specified event protocol is read from non-volatile memory and remotely recorded in an electronic identification tag. All electronic identification tags (usually no more than three) have unique numbers, which correspond to unique unlock codes stored in the memory of the central control unit. It is not possible to replace electronic identification tags, since the system only works with electronic identification tags "registered" in the central control unit. A full list of unique electronic identification tag numbers is recorded by the insurance company when concluding an insurance contract. Electronic identification tags must be presented to the insurance company when parsing the insured event. Using a reader connected to a personal computer equipped with the corresponding electronic identification number plate reading program, an insurance company employee reads the numbers of the submitted electronic identification tags into a personal computer and compares them with the numbers recorded in the insurance contract. Thus, the task of protecting against insurance fraud is solved. By reading the protocol of events from each of the electronic identification tags, an employee of the insurance company analyzes it and thus receives assistance in parsing the insured event.

The invention is illustrated in figures 1-3.

Figure 1 presents the structural diagram of the proposed system to prevent unauthorized use of the vehicle.

Figure 2 shows the structural diagram of the relay node HOOK-UP.

Figure 3 shows the structural diagram of the relay node WAIT UP.

1-3, the following notation is used:

1 - electronic identification tag; 2 - ignition switch; 3 - on-board power source; 4 - onboard ignition bus; 5 - central control unit; 6 - tag reader; 7 - transceiver antenna; 8 - relay node HOOK-UP; 9 - relay node WAIT UP; 10 - matching unit; 11 - decoder; 12 - controlled relay; 13 - memory element; 14 - delay element; 15 - motion sensor; 16 - non-volatile memory; 17 - shaper of the protocol of events; 18 - reader of the protocol of events; 19 - modulator; 20 - data transmission unit.

It should be noted that the structural diagram of the proposed system to prevent unauthorized use of the vehicle, shown in figure 1, contains only those elements that are necessary to clarify the essence of the proposed technical solution. Real anti-theft systems have a number of devices not shown in Fig. 1: elements necessary for sound and light signaling, door locks, warning units about theft of a vehicle of a user of a vehicle or security authorities, and a number of others. Their design features and operation algorithms may vary depending on the specific requirements for the anti-theft device of the system. Consideration of these variations is beyond the scope of this patent for the invention.

The system in question for preventing unauthorized use of the vehicle (Fig. 1) contains a central control unit 5 and an onboard power supply 3. The power inputs of the central control unit 5 are connected, respectively, to the plus and minus poles of the onboard power supply 3, and the control input of the central control unit 5 is connected to the onboard ignition bus 4. The control inputs of the N relay nodes 8 HOOK-UP and the M relay nodes 9 WAIT UP are connected to the same ignition bus 4. The positive pole of the onboard power supply 3 through the ignition switch 2 is connected to the onboard ignition bus 4. The minus pole of the on-board power source 3 is connected to the mass of the vehicle.

The system also includes an electronic identification tag 1 and a tag reader 6 connected to the central control unit 5. The specified tag reader 6 has a transceiver antenna 7 in common with the data transmission unit 7. Moreover, the tag reader 6 is configured to inductively interact with the electronic identification tag 1 (if the electronic identification tag 1 is located close to the transceiving antenna 7, that is, in the coverage area of the transceiving antenna 7).

The outputs of N relay nodes 8 HOOK-UP and M relay nodes 9 WAIT UP are connected to the corresponding functional bodies of the vehicle. In addition, the system includes serially connected event protocol generator 17, non-volatile memory 16, event protocol reader 18, modulator 19 and data transmission unit 20, the output of which is connected to the transceiver antenna 7 (to which the tag reader 6 is also connected). The input of the event protocol generator 17 is connected to an additional output of the central control unit 5, which, in turn, is connected to the event protocol reader 18. An additional output of the reader 18 of the event protocol is connected to an additional input of non-volatile memory 16.

Each relay node 8 HOOK-UP (figure 2) contains a forming circuit consisting of series-connected block 10 matching and decoder 11. Each relay node 8 HOOK-UP also includes a controlled relay 12 connected to the output of decoder 11, configured to management of the relevant functional body of the TS. The input of the matching unit 10 is the input of the relay node 8 HOOK-UP.

Each relay node 9 WAIT UP (figure 3) contains the aforementioned forming circuit and a controlled relay 12, configured to control the corresponding functional body of the vehicle. In addition, the WAIT UP relay assembly 9 also includes a motion sensor 15, a memory element 13, and a delay element 14. The input of the delay element 14 connected to the input of the matching unit 10 forms the input of the WAIT UP relay node 9. The output of the delay element 14 is connected to the first input of the memory element 13, the second and third inputs of which are connected, respectively, to the outputs of the decoder 11 and the motion sensor 15. The input of the controlled relay 12 is connected to the output of the aforementioned memory element 13.

The central control unit 5 is an on-board microcomputer, the functions of which include:

- the formation of request signals for the reader 6 tags;

- demodulation of signals received by the tag reader 6;

- verification and control of the conformity of the accepted identification code to the specified valid values of the identification codes of electronic identification tags 1 registered in the system;

- the formation of control commands sent on the onboard bus 4 ignition;

- some other special features.

It should be noted that the presence in the system of secretly installed relay nodes 8 HOOK-UP and relay nodes 9 WAIT UP connected to the corresponding functional bodies of the vehicle and controlled by coded signals via the standard on-board ignition bus 4 makes the replacement of the central control unit 5 useless. HOOK-UP Relay Nodes 8 and WAIT UP Relay Nodes 9 can only execute commands from “their” central control unit 5.

The central control unit 5 may also include a number of elements providing, for example, the functions of blocking doors or the functions of notifying the user of a vehicle of unauthorized entry into a protected vehicle, however, a description of the operation of these elements is beyond the scope of this patent for the invention.

Electronic identification tag 1 is a wearable part of RFID equipment that is widely used in security and anti-theft systems (for example, L. Stasenko's review of “Modern RFID technologies” in the journal “Security Systems”, 2004, April-May, p. 72- 76). The movable part of the indicated RFID equipment — the tag reader 6 and the transceiver antenna 7 — is installed on board the vehicle and is controlled by commands coming from the central control unit 5.

The construction scheme of the tag reader 6 is determined by the specific type of electronic identification tag 1, for interaction with which the tag reader 6 is intended.

Electronic identification tag 1 can be made, for example, in the form of a keyless key fob (passive transponder card) with digital memory, in which the identification code of electronic identification tag 1 is fixed and there is free space for recording event protocols. The tag reader 6 is equipped with a high-frequency signal generator (125 kHz) with a circuit inductively coupled to the inductive circuit of the electronic identification tag 1.

The communication channel of the Central control unit 5 with relay nodes 8 HOOK-UP and with relay nodes 9 WAIT UP is an onboard ignition bus 4, and the commands transmitted through it are frequency-modulated signals. The method of signal transmission on the onboard ignition bus 4 (or on the onboard power bus) is widely known and described in the patent technical literature (for example, in patent RU No. 2090395, 60 R 25/00, previously obtained by the applicant company).

Examples of functional organs to which the outputs of the controlled relays 12 included in the relay assemblies 8 of the HOOK-UP and relay assemblies 9 of the WAIT UP can be connected are a gas pump, an ignition system, etc.

The motion sensor 15 is an accelerometer with an integrator and a shaping circuit, quite often used in electrical equipment of the vehicle. Motion sensors 15 determine the presence of vehicle movement and generate an enable signal at their outputs only when the vehicle is moving. When testing both the prototype system and the inventive system, a standard ADXL202 chip manufactured by Analog Devices, Inc. was used as a motion sensor 15 (USA).

The memory element 13 is also described in the patent literature. Its detailed description is given, for example, in patent RU No. 2160196, 60 R 25/00.

The remaining elements that are part of the relay nodes 8 HOOK-UP and relay nodes 9 WAIT UP (matching blocks 10, decoders 11, controlled relays 12 and delay elements 14) are standard electronic products that are widely described in the technical literature and in special explanations dont need.

The appearance of the housing of the relay assemblies 8 HOOK-UP and the relay assemblies 9 WAIT UP coincides with the appearance of the standard control units of the functional bodies of the vehicle (for example, standard automotive relays). At the same time, the delay element 14 and the motion sensor 15, which do not require constructs with large dimensions and weight for their execution, are built into the housing of each relay unit 9 WAIT UP.

Non-volatile memory 16, the shaper 17 of the event protocol and the reader 18 of the event protocol are standard elements of microprocessors and structurally can be performed in one housing with a Central control unit 5.

Modulator 19 and data transmission unit 20 are standard high-frequency devices used in radio frequency identification systems using TIRIS technology from Texas Instruments (international standards ISO 14223 and ISO 11784/11785).

The data transmission unit 20 uses the same transceiver antenna 7 as the tag reader 6 to write to the event identification log 1. As such a transceiving antenna 7 can be used, for example, AN or AEM model antennas, commercially available by the applicant company, placed in the back of the driver’s seat (Automotive Security Systems catalog, Moscow, Altonika LLC; 2003, p. 35 )

Thus, the possibility of practical implementation of the system in question is beyond doubt.

The proposed system to prevent unauthorized use of the vehicle works as follows.

In order to be able to use the vehicle, the user must have an electronic identification mark 1. When the ignition switch 2 is closed (that is, when the vehicle ignition is turned on), the power signal from the plus pole of the on-board power supply 3 is fed through the on-board ignition bus 4 to the control input of the central unit 5 management. This signal causes in the central control unit 5 the formation of a strictly defined and individual for a given central control unit 5 request for issuing an electronic identification tag code 1. This request is received at the input of the tag reader 6. Having accepted this request, during the time period set during programming, the tag reader 6 periodically generates request signals for issuing the electronic identification tag code 1, which are strictly defined for this system. On a high-frequency (125 kHz) carrier, these signals are transmitted via the transceiver antenna 7. If the user has closed the ignition switch 2, then his personal electronic identification tag 1 is located in the immediate vicinity of the transceiver antenna 7 (for example, the transceiver antenna 7 can be located in the back of the driver's seat of the vehicle).

For request signals strictly defined for a given system emitted by the tag reader 6, the electronic identification tag 1 issues an unlock code to the tag reader 6. This code is demodulated in the tag reader 6 and transmitted to the central control unit 5. It compares the received unlock code with a set of valid codes.

This set of valid codes generally corresponds to different users of the vehicle, each of which has its own electronic identification tag 1 with a unique number and a unique unlock code corresponding to this number. The process of entering when programming a unique unlock code for an electronic identification tag 1 in the memory of the central control unit 5 is referred to in the technical literature as “writing” an electronic identification tag 1. For “registered” electronic identification tags 1, their unlock codes are stored in the memory of the central control unit 5 even with a temporary power failure.

If the unlock code received from the tag reader 6 matches one of the valid codes, then the central control unit 5 issues a local unlock code (in general, different from the unlock code of the electronic identification tag 1) to the on-board ignition bus 4.

The specified unlock code is supplied to the N relay nodes 8 HOOK-UP and to the M relay nodes 9 WAIT UP via the on-board ignition bus 4 connected via the ignition switch 2 to the positive pole of the on-board power supply 3.

Common to relay nodes 8 HOOK-UP and relay nodes 9 WAIT UP is that they are supplied with power from the on-board power supply 3 via the on-board ignition bus 4 only when the ignition switch 2 is closed. The transmission of the local unlock code does not prevent the supply of power on the same on-board ignition bus 4, since the local unlock code is transmitted in the form of high-frequency packages with frequency modulation.

As indicated above, after a short pause after the ignition switch 2 is closed, a local unlock code is generated on the on-board ignition bus 4 (unless, of course, the ignition switch 2 was closed by one of the users of the vehicle with the electronic control device “registered” in the central control unit 5 identification tag 1).

In the relay node 8 HOOK-UP (figure 2), the local unlock code is fed to the input of the matching unit 10, where it is selected from the total signal stream present in the onboard ignition bus 4 and converted to the usual on-off code format. Then, the local unlock code is transmitted to the input of the decoder 11, in which the coincidence of the local unlock code with the reference code stored in the decoder 11 is controlled. If these codes match, the control signal for the controlled relay 12 (for example, with normally open contacts) is generated at the decoder output. When a control signal arrives, the controlled relay 12 closes and unlocks the functional organ of the vehicle to which it is connected.

In parallel, the local unlock code is sent to the M relay nodes 9 WAIT UP. Each such WAIT UP relay assembly 9 (FIG. 3) further comprises (compared to the HOOK-UP relay assembly 8 shown in FIG. 2) a memory element 13, a delay element 14, and a motion sensor 15.

When the power is connected to the WAIT UP relay node 9 (that is, when the ignition switch 2 is closed), each element included in it is energized in this WAIT UP relay node 9. Power is supplied, including to the input of the delay element 14. The delay time of the power signal by the delay element 14 should be sufficient to carry out the following sequential actions:

- reception by the block 10 of coordination on the on-board bus 4 of the ignition of the local unlock code;

- selection by the block 10 of the coordination of the local unlock code from the total signal flow present in the onboard ignition bus 4, and conversion into a conventional on-off code format;

- checking the coincidence of the local unlock code with the reference code stored in the decoder 11;

- formation - if the specified codes match - the enable signal at the output of decoder 11.

That is, if the ignition switch 2 is closed by a user who has an electronic identification tag 1 “registered” in the central control unit 5, then during the delay time of the signal by the delay element 14, the user of the vehicle is recognized (by the presence of electronic identification tag 1) and the decoder 11 generates an output signal at its output.

During the delay time, the delay element 14 at the output of the memory element 13 remains at a constant resolution potential. And at the end of the delay time - in the memory element 13 it is recorded who turned on the ignition - the user (at the time the delay time ends at the output of the decoder 11 there is an enable signal) or the hijacker (at the end of the delay time at the output of decoder 11 there is no enable signal). If at the end of the delay time at the output of the decoder 11 there was an enable signal (that is, if the user was identified), then the output of the memory element 13 will retain a constant enable signal throughout the entire time the ignition switch 2 is closed. If, at the time the delay time at the output of the decoder 11 ends, the resolving potential was absent (that is, if the hijacker produced the ignition), the signal at the output of the memory element 13 will be determined by the signals of the motion sensor 15. In the absence of vehicle movement (that is, when stopped), the signal at the output of memory element 13 will be enable, and in the presence of vehicle movement, it will be inhibit.

This means that if in the considered period of time the vehicle is in a stationary state, then at the input of the controlled relay 11 there is a switching signal. However, as soon as the vehicle moves, the switching signal at the input of the controlled relay 12 disappears. That is, the blocking is triggered and further movement (independent, without external towing) of the stolen vehicle becomes impossible.

When generating a request for issuing a code, an electronic identification tag 1 central control unit 5 captures the moment of formation of this request.

If after this, within a set period of time, an unlock code is received from the tag reader 6 in the central control unit 5, which is recognized by the central control unit 5 as valid, then the central control unit 5 considers that a “normal event” of electronic identification recognition occurred at a fixed point in time marks 1 at ignition inclusion.

If, for a set period of time, the unlock code does not arrive at the central control unit 5, then the central control unit 5 considers that at a fixed point in time an “alarm event” of the absence of an electronic identification mark 1 occurred when the ignition was turned on. That is, at a fixed point in time, an attempt was made to steal a vehicle. The central control unit 5 puts the system in a response mode to detect an "alarm event". This reaction is determined by the presence of certain equipment in the vehicle and the established work program. The subject of the present invention is the reaction of the system to the detection of an "alarm event" and therefore is not specifically considered.

If an unlock code arrives at the central control unit 5 over the specified time period, which, however, the central control unit 5 does not recognize as valid, then the central control unit 5 considers that at a fixed point in time there was an “alarm event” of an attempt to crack the system code . That is, the central control unit 5 concludes that at a fixed point in time, the hijacker began to select a code suitable for removing the protection of the system.

Any of the three events considered must be recorded in non-volatile memory 16. To ensure such a fixation at the end of the set period of time, the central control unit 5 transmits a fixed time code to the imaging unit 17 of the event protocol, supplemented with service data about which of the three possible events occurred in this fixed moment. Parcels transferred to the shaper 17 of the event protocol are converted into the form of a special protocol — the protocol of events — and transferred to non-volatile memory 16.

In addition to the three events considered, non-volatile memory 16 records some other events. The principle of fixation is the same:

- the central control unit 5, upon receipt of certain control signals, fixes the time moment of the occurrence of an event (in this case, the event itself can be determined later);

- the central control unit 5 starts the countdown of the set period of time;

- within a specified period of time, the Central control unit 5 awaits the receipt of the unlock code from the reader 6 tags;

- upon receipt of the unlock code, the central control unit 5 determines whether the unlock code is valid;

- at the end of the set period of time, the central control unit 5 transmits information on the moment of occurrence of the event, supplemented by data about:

- what control signal was the source of event fixation;

- whether a valid unlock code was received, or not received at all, or whether it was received, but was not recognized as valid;

- according to the information received from the central control unit 5, the event protocol generator 17 determines the next line of the event protocol and supplements the event protocol data already stored in the non-volatile memory 16.

In non-volatile memory 16, according to the same principle (taking into account any possible variant of identification or non-recognition of electronic identification mark 1), some "service events" are also recorded. Such "service events" include, for example, the transfer of the system from the security mode to the auxiliary service mode of temporary partial disarming, which must be set before sending the vehicle to the service center for repairs or maintenance. This mode in the technical literature has received the name "VALET mode". The return of the system from this mode to the normal security mode also constitutes a “service event” and must be recorded in the protocol of events stored in non-volatile memory 16.

Special events are attempts to mechanically affect system blocks (determined, for example, by violation of the protective shell of system blocks). Upon the occurrence of such an event ("panic event"), not only the actions characteristic of the "alarm event" are performed, but in addition all the "registered" electronic identification tags belonging to the users are deleted from the memory of the central control unit 1. Set the vehicle in motion after the event “panic attacks” can only be representatives of an insurance company that has entered into an insurance contract with TS users, because the only electronic identification mark 1 remaining after the “panic event” is in memory the central control unit 5, is a special electronic identification tag 1 (the so-called "red tag"). This "red tag" must be kept by the insurance company.

A "panic event" can occur not only in the normal security mode or in the "VALET mode", but even if the system is temporarily turned off. In this latter case, the onset of a “panic event” is detected immediately after turning on the power (for example, after turning on the power, violations in the protective shell of the system blocks can be detected). It should be noted that the methodology for protecting the system blocks from mechanical impact on them by the user or the hijacker of the vehicle, as well as the methodology for quickly detecting violations of this protection, are not the subject of the present invention and are not specifically considered.

In tables 1 and 2 below, some examples of possible events are recorded (in the form of an event protocol) in non-volatile memory 16, and comments on them.

Table 1
"Normal events" Events recorded in non-volatile memory 16 Comments 1 The ignition is on (i.e., the ignition switch 2 is closed). Electronic identification tag 1 recognized This event is recorded every time the ignition is turned on, if the electronic identification tag 1 is in the range of the transceiver antenna 7 2 Ignition OFF (ignition switch 2 open). With respect to the identification of electronic identification tag 1, any option is acceptable This event is recorded every time the ignition is turned off. At the same time, this event means the inclusion of all anti-theft properties of the system

Moreover, the sequential alternation of "normal events" indicated in Table 1 by numbers 1 and 2 means that the vehicle is operated by the user in a normal environment.

table 2
"Disturbing events" Events recorded in non-volatile memory 16 Comments 1 Ignition ON. No electronic identification tag 1 This event is recorded if, when the ignition is turned on, there is no electronic identification tag 1 in the coverage area of the transceiver antenna 7 2 Ignition ON. Code Hacking Attempt This event is recorded if the central control unit 5 during the dialogue with the electronic identification tag 1 detects an error in the transmitted data 3 Powering up the system in armed mode This event is recorded if there was an attempt to steal a vehicle during which all on-board electronic units were turned off.

An additional comment requires row 3 in table 2. It refers to the case when the connection between the on-board power supply 3 and the central control unit 5 was previously interrupted. Such a power interruption could be caused either by actions on the vehicle in the service center, or by the actions of the hijacker, who disconnected the on-board power supply 3 in the vehicle in order to avoid interference from anti-theft systems powered from the on-board power supply 3 during the hijacking. After a power interruption, the hijacker either tries to turn off the anti-theft systems of the vehicle, or it hijacks the vehicle by towing it. It is obvious that if the power was turned off at the service center, then at the end of the protocol of events stored in non-volatile memory 16, there should be a line indicating the system is in "VALET mode". In this case, the power-on event is a technological “normal event”. The “alarm event” is when the power is turned on when the system at the time the power was turned off was in its normal operating security mode.

When the power is turned on, the central control unit 5 issues a command to the event protocol reader 18. By this command, the reader 18 of the event log polls the non-volatile memory 16 and reads from it the event log. The contents of the non-volatile memory 16 does not change when you turn off and then turn on the power. This is the main property of non-volatile memory 16. According to the event protocol transmitted from the event protocol reader 18 to the central control unit 5, the central control unit 5 determines whether the system was switched to “VALET mode” before turning off the power. If there was no such transfer, the central control unit 5 determines the presence of the “alarm event” indicated in row 3 of table 2.

The main feature of the system under consideration (distinguishing it, in particular, from the prototype system) is the ability to fix the specified event protocol in the memory of the electronic identification tag 1.

It happens as follows. If, when considering any event (including, but not indicated in the above tables), the central control unit 5 determines that in the coverage area of the transceiver antenna 7 there is an electronic identification tag 1 with a valid unlock code, then the central control unit 5 generates a special command for reader 18 of the protocol of events. This special command is given with a delay necessary for the line corresponding to the current event to be written to non-volatile memory 16. By the specified special command, the event protocol reader 18 requests the event protocol from the non-volatile memory 16, receives the specified event protocol and transmits the corresponding code message to the control input of the modulator 19. Modulator 19 converts this code message into a modulating effect on the data transmission unit 20. In the data transmission unit 20, the modulating effect is transferred to the high-frequency carrier (125 kHz) and is transmitted to the air using the transceiver antenna 7. Since the electronic identification tag 1 is located in the coverage area of the transceiver antenna 7, a set of event protocol codes is transferred to the memory area of the electronic identification tag 1, specially designed for such records. That is, the electronic identification tag 1 receives a copy of the event log stored in non-volatile memory 16.

Having a personal computer and a unit for reading information from the electronic identification tag 1 (not shown in Figs. 1-3), the user and / or an employee of the insurance company have the opportunity to display the specified protocol of events on a monitor screen and print it on a printer. Such a procedure can be carried out with each of the electronic identification tags 1 presented to the insurance company by the user when considering the insured event. If the insured event does not apply to those in which the vehicle becomes unavailable, then the insurance company employee can carry out the specified procedure with non-volatile memory 16.

Having all the options for this protocol of events, an employee of the insurance company can quickly make the right decision when considering an insured event. In addition, the protocol of events can help the insurance company in concluding a second contract or in extending a previous insurance contract, as it provides a history of the vehicle’s operation over the past period.

Thus, the proposed technical solution allows us to solve the problem - to create such a system to prevent unauthorized use of the vehicle, which would reliably protect the insurance company that entered into a vehicle insurance agreement with the user from falsification of insured events and help to analyze them, keeping in mind minimization possible losses.

The technical result achieved is due to the application of the new information technology in the proposed system, which consists in recording (in the form of a protocol of events) all "normal events" and "disturbing events" that occurred from the vehicle in the non-volatile memory of the system and subsequent recording of these protocols in electronic identification tags, unique numbers of which are reflected in the insurance contract. The indicated event protocols are objective witnesses of the actions of the vehicle user before and during the occurrence of the insured event and allow the insurance company to make a quick and correct decision on each insured event.

Thus, the proposed technical solution is characterized by a new set of essential features, technically feasible, practically useful, and therefore can be classified as an invention.

Claims (1)

A system for preventing unauthorized use of a vehicle, containing an electronic identification tag and a central control unit, the power contacts of which are connected respectively to the plus and minus poles of the on-board power supply, and the control contact is connected to the control inputs of N relay nodes connected to each other via the on-board ignition bus HOOK-UP and M relay nodes WAIT UP and through the ignition switch is connected to the plus pole of the on-board power supply, minus which is connected to the vehicle’s mass, as well as a tag reader connected to the central control unit, which is capable of inductive interaction via a transceiver antenna with an electronic identification tag, while N relay units HOOK-UP and M relay units WAIT UP are connected to the corresponding functional bodies vehicle, characterized in that a series of events protocol shaper is introduced into the system, the input of which is connected to an additional output to the central control unit, a volatile memory, an event protocol reader, the additional output of which is connected to an additional non-volatile memory input, a modulator and a data transmission unit, the output of which is connected to a transceiver antenna.

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