Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
  • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
  • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements

Definitions

• the technical field relates generally to protection of motor vehicles from theft and more particularly to systems for disabling a motor vehicle in response to common attacks used by thieves to gain control over vehicles.
• Motor vehicles sold in the United States have at least two points of protection against theft.
• the first such point of protection is the ignition key.
• Second points of protection have been implemented in a number of ways. One approach has been to disable or immobilize vehicle steering, brakes, the engine, or the transmission until released by an authorized user. Other approaches have included measures to restrict entry to the vehicle to authorized user or to generate an alarm upon entry by a non- authorized user. Consumer acceptance of such measures is eased by implementations which result in little deviation from normal actions on the part of an authorized user/driver taken on entry and starting of the vehicle.
• a common approach to defeating vehicle theft has been to lock the steering column of a vehicle with the lock operable only by a correct/valid ignition key.
• Saab Automobiles used a lock out of the transmission which blocked transmission lever out of either park (automatic transmissions) or reverse (manual transmissions) without insertion and movement of the correct ignition key.
• a lock out of the engine start process has been done by not allowing the ignition switch to function without a proper anti theft release being triggered first.
• a system that uses the key or more usually the key fob
• a special device such as one which has a resistor, radio frequency identification (RFID) tag, or a magnet built into it which is sensed when inserted into the ignition lock.
• RFID radio frequency identification
• a vehicle security system comprises an ignition key, a lock unit actuated by the ignition key, a vehicle body computer providing a plurality of chassis outputs, a communications link between the vehicle body computer and the lock unit and a vehicle sub-system which may be locked or held in a selected condition or state which restricts operation of the vehicle in response to a chassis output from the vehicle body computer.
• the vehicle security system further provides means for determining that the ignition key and the lock unit are the correct key and lock unit for the vehicle.
• FIG. 1 is a block diagram schematic of a motor vehicle power-train and related control system.
• FIG. 2 is a state transition diagram.
• the power-train includes at least a first prime mover, here illustrated as an internal combustion (IC) engine 28.
• the IC engine 28 may be coupled to vehicle drive wheels 26 by a transmission 38. Illustration of the embodiments with a IC engine 28 based power-train is not intended to limit application of the concepts to such vehicles.
• the power-train could readily be one based or including electric traction motors or hydraulic motors to provide or supplement propulsion.
• Control over the power-train is implemented by an electronic control system which is responsive in part to operator/driver inputs.
• the electronic control system is characterized by a controller area network (CAN) which conforms to the Society of Automotive Engineers (SAE) J1939 standard.
• SAE Society of Automotive Engineers
• the backbone of the network is a public datalink 30 which connects a plurality of nodes.
• the nodes correspond to several controllers.
• controllers include, an engine control module (ECM) 46, a transmission controller 42, a transmission push button controller 72, an ignition lock controller 40, a gauge cluster controller 58, an anti-lock brake system (ABS) controller 50 and a body computer 24.
• ECM engine control module
• AVS anti-lock brake system
• the data messages generated by nodes are usually characterized by type and identified as to the source node, but are not addressed to another node. Instead the other nodes are programmed to recognize the messages and to determine whether the particular receiving node is to carry out any operation in response to the message.
• ECM 46 control over IC engine 28 can occur in response to requests embodied in CAN messages sourced by the body computer 24. Messages from the transmission controller 42 may affect the character of the ECM 46 response. Messages from the body computer 24 can request a given level of torque output or they may request that the IC engine 28 be run at idle. ECM 46 carries out the details of IC engine 28 operation by controlling the amount and timing of fuel injected to each cylinder of IC engine 28, monitor the position of the cam shaft, monitor lubricant and coolant temperature, monitor intake air (ambient air) and exhaust gas temperature. ECM 46 can place messages on datalink 30 indicating engine output torque or power, various temperature measurements and other sensor readings, among other things.
• ECM 46 responds to torque (or, alternatively, power) requests from the body computer 24 (or other sources) taking into account the selected gear or drive ratio supplied by the transmission controller 42 and engine speed (tach) whether internally generated from changes in cam shaft position or supplied by the transmission controller 42.
• ECM 46 may be programmed to give priority to a request from the body computer 24 to hold the IC engine 28 to idle, overriding any other indication to increase engine output such as an internal ECM 46 determination to increase engine output. Such a determination may occur, for example, to support regeneration of a diesel particulate filter or to increase engine 46 operating temperatures to normal operational ranges.
• Gear selections are entered through a keypad or selector 73 such as a gear shift lever coupled to a gear selection controller 72.
• Gear selections may be formatted as messages and passed to the datalink 30 for receipt by the transmission controller 42, the ECM 46 and the body computer 24.
• Transmission controller 42 operates on engine 46 torque (or power) messages from the transmission push button controller 72. On some vehicles the transmission controller 42 provides an engine tachometer (engine rotational velocity) message.
• the ABS controller 50 responds to requests to slow the vehicle over datalink 30 by selectively actuating service brakes 52.
• the service brakes 52 operate on hydraulic or pneumatic pressure the application of which is controlled by solenoid controlled valves (not shown).
• the ABS controller 50 supplies control signals to the solenoids.
• Park brake functionality is supported by an independent brake actuation system.
• a spring actuated, air-released (SAAR) park brake system 51 can operate to actuate some (or all) of the service brakes 52 on vehicles equipped with pneumatic brakes.
• ABS controller 50 responds to requests for varying degrees of service brake 52 application supplied over the datalink 30 from the body computer 24, park brake functionality is an on/off response.
• Body computer 24 supplies a number of chassis output signals which can be used to actuate solenoids or control states of power field effect transistors (power FETs) and thus which can be applied to the control of a number of functions. Among such functions are the control of external lamps 57 through the control of the power FETs of lamp switching module 55.
• Other applications of chassis outputs can include lock outs implemented by solenoid positioned pins (not shown) used to lock the transmission 38, a gear shifter 72 or a steering column (not shown).
• Body computer 24 also may be connected to accept a number of variable or discrete valued chassis inputs such as brake pedal position and ignition switch position. Other inputs, such a operator switch inputs for external lamps 57 may be supplied to the body computer 24 from an in-cab switch pack 56 connected to the body computer 24 over a slow speed serial data link 64.
• the in-cab switch pack 56 may also be used to generate the signal which the body computer 24 operates on to generate a chassis output applied to SAAR system 51 which sets and releases (some of) the service brakes 52 for and from park brake operation.
• Ignition key lock unit 43 is a mechanical or electronic unit which cooperates with key 44 to support various vehicle security features.
• Lock unit 43 supplies an ignition switch position signal directly to body computer 24, and cooperates with an ignition lock unit controller 40 to generate CAN messages the content of which depend upon whether the lock unit 43 is being operated with a valid key 44 or is being subjected to tampering.
• a standard (conventional) key 44 is reproducible generally at a low cost.
• the ignition lock unit controller 40 which handles anti-theft protection is included in the lock unit 43 and coupled to generate messages to be placed on datalink 30.
• a series of sense point sensors (S) operate to assure that the inserted key is a valid key 44 for the lock unit.
• S sense point sensors
• the sequence of sense points are captured.
• the lock unit 43 not only allows the ignition to connect for the starter, but also sends a CAN message over the vehicle datalink 30 to release the anti theft functions. This gives two lock outs for anti-theft security without changing the driver's normal procedures.
• a CAN message is generated to inhibit release of the park brake functionality by the body computer 24.
• the present J1939 CAN protocol defines a standard message for inhibiting release of a park brake.
• the system disclosed here can be used on any brake system that allows the inhibiting of the park brake release such as the SAAR system 51 does.
• the body computer 24 inhibit stops the SAAR system 51 valve from closing and stops the air pressure from increasing and releasing the spring actuated brakes.
• Lock unit controller 40 includes a programmable processor. Ignition power is used to start up lock unit controller 40 and the lock unit controller 40 is directly connected to a power source. The lock unit 43 must move to the on/start position for verification of the key to be done and for the lock unit controller 40 to send the Can message to release the park brake inhibit condition. When the vehicle is stopped (as indicated by speed being at or near zero by the transmission controller 42 or ABS controller 50) and the key 44 is used to turn the lock unit 43 to the off position, the lock unit controller 40 sends a CAN message that inhibits the parking brake release. Should the parking brake not be applied, then these messages are ignored. The message is also ignored if the vehicle is moving faster than 4 kph. These responses are all standard brake functions.
• a twisted pair of wires can be used to connect the lock unit controller 40 to the datalink 30 as a plug into the existing resistor termination socket. It is also possible to connect the twisted pair directly into the datalink 30 (as shown) as a node given that the rules for such additions are followed.
• Each lock unit 43 includes a unique identifier or ID.
• the unique identifier is included with the standard inhibit park brake message. The identifier is written to nonvolatile memory for the body computer 24 when the code is blank in that location. The ability to change out smart ignition lock units 43 is dependent on the mechanic clearing this location in memory when a new lock unit 43 is installed.
• the unique identifier can be implemented in many different ways such as a unique MAC address from the supplier or a manufacturers code that does not repeat for the processor on the smart ignition lock. This unique reference is in the smart ignition lock unit controller 40 and is not readily available outside the system. The inhibit message must come from the correct sending address and must have the correct unique reference or the inhibit function is not released.
• FIG. 2 it may be seen that options other than the park brake functionality may be exploited to secure a vehicle illustrated by data messages and chassis input/output signals relative to body computer 24.
• An ignition key start signal 10 from a valid key 44 is detected by the body computer 24 as a chassis input and confirmed as a valid J1939 message. Both signals are required (step 16) to close the solenoid and release the inhibit (step 18) on a park brake lock out. Otherwise the park brakes remain locked (step 20).
• Vehicles may not use a park brake inhibit to defeat theft, or may add additional deterrents such as locking the gear shift lever 60, locking steering 62 or locking the transmission 66.
• chassis outputs may be used to lock external lamps 57 into (step 70) seemingly random cycles of turning on and off at a sufficiently high frequency to be highly conspicuous.
• Still another option is to exploit existing CAN messages such as a body computer 24 message to force the engine 28 to be run at idle (idle lock, step 68).
• Steps 12 and 14 relate to setting the theft deterrents on vehicle shut down. From a vehicle current state 12 the deterrents are set in response to stopping the vehicle and setting the park brake. Even where the park brake function is not the deterrent the step of setting the park brake may be the initiating step.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Regulating Braking Force (AREA)

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Cited By (2)

Citations (6)

• 2012
  • 2012-09-13 WO PCT/US2012/055004 patent/WO2014042634A1/fr not_active Ceased

Patent Citations (6)

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