WO2018178984A1

WO2018178984A1 - A system for preventing car theft

Info

Publication number: WO2018178984A1
Application number: PCT/IL2018/050361
Authority: WO
Inventors: Ronen ZISSU
Original assignee: Safecar Theft Prevention Systems Ltd.
Priority date: 2017-03-28
Filing date: 2018-03-28
Publication date: 2018-10-04

Abstract

The present invention provides safety system for vehicle, said system comprised of; an extension connector module for connecting between the vehicle ECU and the wire loom of the vehicle, said module incorporating at least one connector which is physically accessible from the external side of the safe a cutoff switch controller for controlling the extension connector module; The OEM connector; and a safe encases at least one of the following elements: at least part of the extension connector module, the cutoff switch an OEM connector.

Description

A SYSTEM FOR PREVENTING CAR THEFT

FIELD OF THE INVENTION

[0001] The presented invention generally relates to the field of car security, and specifically to the field of anti-theft systems.

DISCUSSION OF RELATED ART

[0002] In modern vehicles, Electronic Control Units (ECUs) are used to monitor and control different aspects of a car's electric and electronic function. These include for example the control over:

• The engine's electric impulses,

• Breaking systems,

• Gear and transmission systems,

• Suspension systems,

• Lighting, Air conditioning, and other electronic applications.

[0003] In some cases, the ECU may be located under the hood of the car, under the steering wheel or behind the glove compartment, completely accessible to anyone. Such a design presents a vulnerability to car theft by replacing the original car's ECU with a pre-hacked ECU unit.

[0004] Another theft method is using the OBD port to hack the computer and approve a new key and thus overcoming the immobilizer system.

[0005]

[0006] According to some solutions presented by prior art, this vulnerability is solved by placing the ECU (either partially or completely) and the wiring loom connectors in a safe, denying access to them, and preventing the ECU from being disconnected from the OEM connector. Such a solution is discussed below in relation to Figure 1.

SUMMARY OF THE INVENTION

The present invention provides safety system for vehicle, said system comprised of; an extension connector module for connecting between the vehicle ECU and the wire loom of the vehicle , said module incorporating at least one connector which is physically accessible from the external side of the safe a cutoff switch controller for controlling the extension connector module; The OEM connector; and

- a safe encases at least one of the following elements: at least part of the extension connector module, the cutoff switch an OEM connector.

The present invention provides a safety system for a vehicle .the system comprised of;

an extension connector module for connecting between the vehicle

Electronic Control Unit (ECU) and the wire loom of the vehicle, said extension connector module connecting said ECU to an OEM connector, and said Original equipment manufacturer (OEM) connector connecting said ECU to the wire loom of the vehicle, said extension connector module incorporating at least one connector which is physically accessible from the external side of the safe,

a cutoff switch controller for controlling the extension connector module; and

a safe encasing at least one of the following elements: at least part of said extension connector module, said cutoff switch controller , and said OEM connector.

According to some embodiments of the present invention the system further comprises a locking mechanism.

According to some embodiments of the present invention the locking mechanism is implemented within said safe, connecting between the extension connector and the OEM connector.

According to some embodiments of the present invention the locking mechanism is implemented outside the safe connecting between the ECU and the extension connector.

According to some embodiments of the present invention the cutoff switch controller is operated by an authentication module located outside the safe, wherein the cutoff switch controller operates the extension connector module upon receiving authentication verification form the authentication module. According to some embodiments of the present invention the authentication module is operatively associated with the cutoff switch controller using wireless communication.

According to some embodiments of the present invention the authentication module is operatively associated to the cutoff switch controller using wired communication.

According to some embodiments of the present invention the authentication module is a coded key-pad, wherein a pre-defined code has to be entered by a user for authenticating himself/herself.

According to some embodiments of the present invention the authentication module is implemented by biometric authentication sensors.

According to some embodiments of the present invention the authentication module is implemented by using a personal identifying device to be placed near by the authentication module 210 , wherein the identification is processed by wireless communication or touch electronic interaction between the identifying device and the authentication module .

According to some embodiments of the present invention when a predefined delay period is elapsed without starting the car, the authentication module's state bounces back to "Not Authenticated" mode, the mode data is propagated to the cutoff switch controller 190, which commands the Extension connectors 130 to disengage the ECU's 110 connection to the wiring loom 120.

According to some embodiments of the present invention when the car is switched off, the authentication module's state changes to "Not authenticated" mode after a predefined delay period, thus cutting off the ECU's 110 connection to the wiring loom 120.

According to some embodiments of the present invention the extension connector module is connected by wire to conductivity measurement equipment (a testing electronic device for performing a bypass conductivity check by disengaging the ECU without breeching the safe).

According to some embodiments of the present invention the system further comprising a driver-identity-based system for identifying and monitoring a driver continuously during the drive, said driver identity- based system connected to said ECU 110, wherein when said driver-ideniity-based system recognizes that the driver has changed, the ECU 110 control the vehicle to gradually slow down to a complete stop.

DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 presents a block diagram, depicting a typical, common

configuration of an ECU anti-theft safety mechanism.

[0009] Figure 2 presents a block diagram, depicting the ECU anti-theft safety mechanism as disclosed in the present invention

[0010] Figure 3 presents a block diagram, depicting the ECU anti-theft safety mechanism as disclosed in the present invention indicating the possibility to perform a bypass conductivity check, required for car service, by disengaging the ECU without breeching the safe, according to some embodiments of the present invention..

[0011] Figure 4 presents a flow diagram depicting the transition of states of the authentication system, according to some embodiments of the present invention.

[0012] Figure 5 presents a flow diagram depicting the flow of the driver identity module, according to some embodiments of the present invention.

DETAILED DESCRIPTION OF SOME EMBODIMENTS OF THE INVENTION

[0013] Before explaining at least one embodiment of the invention in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangement of the components set forth in the following description or illustrated in the drawings. The invention is applicable to other embodiments or of being practiced or carried out in various ways. Also, it is to be understood that the phraseology and terminology employed herein is for the purpose of description and should not be regarded as limiting.

[0014] Following is a table of definitions of the terms used throughout this application. Term Definition

Electronic Computational systems, designed to monitor and control various Control Unit electric and electronic modules within a car

(ECU)

Wire loom A plurality of wires running throughout the vehicle, transferring electric and electronic signals from the ECU to various electronic modules.

OEM A connector which transfers signals between the ECU and the wire- connector loom, and may be unique in its design per a specific car vendor or model.

(Original

equipment

manufacturer)

Locking A plain connector, normally composed of male and female mechanism connecting members, normally incorporating a manual locking lever, installed for the purpose of modularity between the different modules of the presented system.

Cutoff switch A module designed to enable or disable electric connection between at least two other modules.

Cutoff switch A module designed to control enablement or disable electric controller connection between at least two other modules

Extension Modules that reside within the safe, effectively engaging or connector disengaging the ECU 110 from the OEM connector (and thus from the wire loom).

Extension connectors are controlled by the Cutoff switch controller, to engage or disengage the connection between critical electrical components and the ECU, and thus enable or disable the operation of the engine.

Extension connectors may be designed so as to include single wire connections or multiple wire connections, as required by specific OEMs.

DESCRIPTION OF THE DRAWINGS [0015] Figure 1 (PRIOR ART) presents a block diagram, depicting a known configuration of an ECU anti-theft safety mechanism 100. It is brought in this context to clarify the state of prior art, and indicate the merits of the present invention.

[0016] According to solutions known in prior art, the ECU 110 and the OEM connector 170 are encased in hardened compartments or safes, located under the hood of the car or inside the car.

[0017] The transfer of signals from the OEM connector 170 to the car's wire loom 120, and from there to the car's various electronic modules 150, 151 and vice versa is controlled by the Cutoff switch 140. The Cutoff switch 140 enables this connectivity only after a proper authentication procedure has been successfully executed on the authentication module 210.

[0018] This design prevents auto theft by using a breached ECU and overcoming the OEM immobilizer system, or by trying to start the engine without having the correct authentication code or device.

[0019] One downside of this design is that it prevents access to the ECU 110 connector pins. Such access is required in order to perform conductivity checks, required for service, between specific electronic modules 150, 151 and the ECU 110 connector by an automotive technician.

[0020] Another downside of this design is that of when the OEM ECU malfunctions and requires replacement, the safe or hardened component must be breeched and thus rendering it useless. Moreover, breeching the safe is a process which requires much time and effort.

[0021] Figure 2 presents a block diagram, depicting the ECU anti-theft safety mechanism 200 according to one embodiment of the present invention.

[0022] According to this embodiment, the ECU is not necessarily encased within a safe. Instead, a safe which encases several other elements is located on the path of wired signals between the ECU 110 and the wire loom 120. This encases at least one of the following elements:

• A cutoff switch controller 190

• An OEM connector 170

• An Extension connector module 130

• A locking mechanism 160A The Extension connector module 130 incorporates connector 130B connecting module 130 to cutoff switch controller 190 and at least one connector 130A located outside of the safe, and thus, is physically accessible from the external side of the safe. The authentication module 210 enables a user to perform an identity

authentication procedure, e.g. by entering a numerical authentication code, or via a self-identifying coded proximity device.

[0023] According to one embodiment, the authentication module 210 is of the form of a coded key-pad where the user is required to tap in a predefined code in order to authenticate himself / herself.

[0024] According to another embodiment, the authentication procedure is implemented by the user presenting an identifying device (e.g. an RFID chip) to the authentication module 210 by means of wireless communication or touch.

[0025] According to another embodiment, the authentication procedure is implemented by biometric authentication sensors.

[0026] The authentication module 210 may be connected to the cutoff switch controller 190 via wireless or wired connection. Both the authentication module 210 and the cutoff switch controller 190 incorporate wireless or wired transmitters and receivers, to facilitate this functionality. After successful authentication, the cutoff switch controller 190 enables the transfer of signals from the ECU 110, via the Extension connector module 130, to the OEM connector 170 and the wire loom 120. The ECU 110 and the extension connectors are optionally connected by locking mechanism 160B.

[0027] The present design denies physical access to the cutoff switch controller 190, or to its connection 130B to the Extension connector module 130. It is an anti- theft mechanism preventing tampering with the cutoff mechanism.

[0028] The Extension connectors 130 are designed to propagate electric and electronic signals from the ECU 110 to the OEM connector 170.

[0029] According to one embodiment, single or multiple wire Extension connectors 130 may be designed to facilitate cutoff of any critical data from critical electronic modules 150, 151 to the ECU 110. The cutoff of this data will disable the ignition of the engine.

[0030] Another benefit of the design presented in the embodiment of Figure 2 is the relative ease of accessing the ECU. In case of malfunction, the ECU may be easily attended or replaced, without the need to breech a safe or other hardened

compartment, as in the case of prior-art solutions for car theft prevention.

[0031] Figure 3 presents a block diagram, depicting the ECU anti-theft safety mechanism 200 disclosed in the present invention, indicating the possibility to perform a bypass conductivity check by disengaging the ECU, without breeching the safe.

[0032] An advantage of the presented design is the ability to access ECU 110 connector pins, and perform conductivity checks 300 between specific electronic modules 150, 151 and the ECU 110 connector by an automotive technician. An advantage of the presented design is the ability to access the Extension connector pins 130A, and perform conductivity checks 300 between specific electronic modules 150, 151 and the ECU 110 connector by an automotive technician.

[0033] Figure 4 presents a flow diagram depicting the transition of states of the authentication system.

• When the car is switched off (step 1010):

o The Authentication module 210 state is "Not authenticated", and it stands by for authentication input, e.g. tapping a code or scanning fingerprints.

o The Cutoff switch controller 190 directs the Extension connector 130 to disengage the ECU 110 from critical electronic modules 150, thus disabling the operation of the engine.

• A user presents identification data to the authentication module 210 (step 1020). The said identification data may, for example, take the form of:

o a numerical authentication code,

o user fingerprints

According to another embodiment, the authentication procedure is

implemented using a personal identifying device (e.g. an RFID chip) to be placed near by to the authentication module 210 using a wireless

communication or touch interactive electronic connection for enabling connection.

• The Authentication module 210 performs the authentication process (e.g. by verifying the entered code or the input data from the paired authentication device). If authentication is successful, the authentication module's state will change to "Authenticated" (step 1030). The Authentication module 210 forwards this information to the Cutoff switch controller 190.

The Cutoff switch controller 190 directs the Extension connector 130 to engage the ECU 110 to the OEM connector. The ECU 110 is consequently connected to the wiring loom, and the car may be started, (step 1040).

According to one embodiment, after a predefined delay period has elapsed without starting the car, the authentication module's state will bounce back to "Not Authenticated". This information will be propagated to the Cutoff switch controller 190, which will direct the Extension connector 130 to disengage the ECU 110 from the wiring loom 120, thus disabling the operation of the engine, (step 1050).

If the car has been switched on, the authentication module's state will change to "Car switched on". In this condition, no change may be applied to the Extension connectors 130 (step 1060).

If the car is switched off, the authentication module's state will change to "Not authenticated" after a predefined delay period, thus cutting off the ECU's 110 connection to the wiring loom 120 (step 1070).

In accordance with some embodiments, the vehicle may include a driver- identity-based system for identifying and monitoring the driver continuously during the drive, see driver identity module 220 at t Fog.2 and 3 . The identity-based system may be mounted anywhere in the front of the vehicle where its presence is disguised, and may be connected to the ECU 110 via wireless or wired connection. The driver identity module 220 is associated with the authentication module 210 and optionally connected to the cutoff switch 190. Thus if during the drive the driver-identity-based system receives data from identification sensors 230 and based on analyzing the sensor data recognizes that the driver has changed, ECU 110 will force the vehicle to gradually and safely slow down to a complete stop.

Figure 5 presents a flow diagram depicting the flow of the driver identity module, according to some embodiments of the present invention. The module include at least some of the following steps: Continuously receiving signals from sensors in the vehicle (camera, biometric sensor such finger print) (step 2210);

Analyzing sensor data to identify change in driver identity (step 2220);

Incase of recognizing that the driver has changed while the switch is on, ECU 110 sending signal of non authorized uses while driving to 1 force the vehicle to gradually and safely slow down to a complete stop; (step 2230);

Claims

1. A safety system for a vehicle , said system comprised of;

an extension connector module for connecting between the vehicle

a cutoff switch controller for controlling the extension connector module; and

2. The safety system of claim 1 further comprising a locking mechanism.

3. The safety system of claim 2, wherein said locking mechanism is

implemented within said safe, connecting between the extension connector and the OEM connector.

4. The safety system of any one of claims 2-3, wherein the locking mechanism is implemented outside the safe connecting between the ECU and the extension connector.

5. The safety system of claim 1 wherein the cutoff switch controller is operated by an authentication module located outside the safe, wherein the cutoff switch controller operates the extension connector module upon receiving authentication verification form the authentication module.

6. The safety system of claim 5 wherein the authentication module is

operatively associated with the cutoff switch controller using wireless communication.

7. The safety system of claim 5 wherein the authentication module is

operatively associated to the cutoff switch controller using wired

communication.

8. The safety system of claim 5 wherein the authentication module is a coded key-pad, wherein a pre-defined code has to be entered by a user for authenticating himself/herself.

9. The safety system of claim 5 wherein the authentication module is

implemented by biometric authentication sensors.

10. The safety system of claim 5 wherein the authentication module is

implemented by using a personal identifying device to be placed near by the authentication module 210 , wherein the identification is processed by wireless communication or touch electronic interaction between the identifying device and the authentication module .

11. The safety system of claim 5, wherein when a predefined delay period is elapsed without starting the car, the authentication module's state bounces back to "Not Authenticated" mode, the mode data is propagated to the cutoff switch controller 190, which commands the Extension connectors 130 to disengage the ECU's 110 connection to the wiring loom 120.

12. The safety system of claim 5 wherein when the car is switched off, the

authentication module's state changes to "Not authenticated" mode after a predefined delay period, thus cutting off the ECU's 110 connection to the wiring loom 120.

13. The safety system of claim 1 wherein the extension connector module is connected by wire to conductivity measurement equipment (a testing electronic device for performing a bypass conductivity check by disengaging the ECU without breeching the safe).

14. The safety system of claim 1 further comprising a driver-ideniity-based system for identifying and monitoring a driver continuously during the drive, said driver-identity-based system connected to said ECU 110,

wherein when said driver-identity-based system recognizes that the driver has changed, the ECU 110 control the vehicle to gradually slow down to a complete stop.