RU2209146C1 - Vehicle security system - Google Patents

Abstract

FIELD: transport engineering. SUBSTANCE: proposed system contains vehicle user identification unit, light and sound signaling control unit including stop light control unit, light and sound alarm signaling control unit and backing light control unit. Information processing unit and command synthesizer, unauthorized action sensors unit, light and sound alarm signaling control unit and units interlocking functional members of vehicle are coupled with common multiplexed bus. Each interlocking unit includes match unit, decoder, storage element, relay, delay element and microprocessor motion sensor. System is additionally furnished with stop light control unit and backing light control unit coupled with multiplexed bus. Match unit is provided with additionally outlet to multiplexed bus and is connected to motion sensor and delay element. Invention provides safety of vehicle both at parking and when backing and when running along high way when distance keeping is one of main safety factors without increasing number of vehicle-carried devices. EFFECT: improved safety of vehicle. 2 cl, 1 dwg

Description

 The invention relates to systems that ensure the safety of ownership and use of a vehicle (TS).

 The proposed technical solution touches upon such safety aspects as preventing collision with another vehicle on highways, countering hijacking, theft and other types of unauthorized impact on the vehicle, and reducing the risk of collisions with people when reversing the vehicle.

 Known systems designed to increase the safety of using the vehicle. These are collision warning systems, alarm systems, security and anti-theft systems.

 Thus, the collision avoidance system is known according to the patent US 6411204, 60 Q 1/50, 06/25/2002, containing a brake light panel installed in the rear of the vehicle body and illuminated when the driver presses the brake pedal (as a rule, this panel consists of several light sources, providing an approximately constant brightness when the brake pedal is pressed), an accelerometer that allows you to record the decrease in speed (braking) of the vehicle, and a microprocessor unit for processing incoming information, the input of which is connected to the specified accelerometer set, and the outputs are connected to the aforementioned light sources and provide them to the luminescence brightness control depending on the vehicle deceleration rate, regardless of the position of the brake pedal. The accelerometer and microprocessor unit can be made in a common housing, mounted in the rear of the vehicle.

 The specified system is implemented in a number of the latest models of foreign vehicles. In particular, one of such systems (deceleration-dependent brake light) was presented at the stand of TOVE GmbH at the recent Automechanika exhibition in Frankfurt am Main (September 17 - 22, 2002).

 Another well-known class of electronic equipment designed to ensure vehicle safety is anti-theft devices. One of their main functions is to block the movement of the vehicle when trying to unauthorized exposure to the vehicle. So, it is known an anti-theft device containing a central control unit connected via a cable on-board network, sensors of unauthorized influence on the vehicle, alarm signaling units and nodes of blocking the doors and functional bodies of the vehicle, a mode setting unit associated with the starting input of the central control unit, the signal input of which is connected with the outputs of unauthorized sensors and interlocks, and the outputs with control inputs of these sensors, alarm nodes and nodes are blocked ia (SU 1544613, B 60 R 25/04, 02.23.1990).

 Devices of this type are not reliable enough, because they allow an attacker to easily identify the nodes of blocking the functional organs of the vehicle for their replacement and subsequent theft or theft of the vehicle. Blocking nodes, as a rule, are identified visually - by the presence of excess wires connected to them. Masking of excess wires (by combining a group of wires into a cable similar to a single wire) does not cause any difficulties for the hijacker: cables replacing several wires are easily detected by thickness. That is, such devices protect the vehicle from inexperienced hijackers. An experienced "professional" can hijack a vehicle 3-4 minutes after the start of a visual inspection of the power supply network.

 To reduce the likelihood of hijacking a vehicle by minimizing the possibility of identifying nodes blocking the functional organs of the vehicle in a known anti-theft device for a vehicle containing a processor unit for processing incoming information and command synthesis, the first input of which is connected to the power bus through the ignition switch, and the first output and second input are connected to the ability to request and read the unlock code, respectively, with the input and output of the mode setting unit (user identification unit), which includes the electronic tag and the receiver, the second output of the processor unit for processing incoming information and synthesizing commands through a communication channel (common information bus) is connected to the inputs of the blocking units of the TS functional organs, each of which has a relay connected to the TS functional group by contact groups coordination with the communication channel and the decoder, while the inputs of the supply voltage of each node blocking the functional organs of the vehicle are connected to the first input of the processor unit and processing the incoming information and the synthesis of commands, and at least one blocking block of the functional organs of the vehicle includes a memory element, a delay element and a motion sensor, the first input of the memory element connected to the output of the decoder, the second input of the memory element connected to the output of the motion sensor, and the third input through the delay element is connected to the first input of the processor unit for processing incoming information and command synthesis, and the output is connected to the relay control input (RU 2160196, B 60 R 25/00, 10.12.2000). The specified technical solution is a prototype of the invention.

 A common drawback of all of the above systems, including the prototype system, is their inability to comprehensively, without significantly increasing on-board equipment, ensure vehicle safety both in parking lots or when reversing, and on the highway when driving along highways.

 The present invention seeks to remedy this drawback. The objective of the proposed technical solution is to ensure the integrated safety of the vehicle both when it is parked or in reverse, and when the vehicle is moving along highways, when maintaining the distance is one of the main factors of road safety.

 To solve this problem, in the well-known vehicle safety system, comprising a user identification unit as part of an electronic tag and a receiver connected to each other by a radio channel, a light and sound alarm control unit, including a brake light control unit, a light and sound alarm control unit an alarm and a reversing light control unit, a common multiplex bus, to which the first input and output of the processing unit for processing incoming information and command synthesis are connected, the input and output of the sensor unit of unauthorized influence on the vehicle, the input and output of the control unit for light and sound alarms, the nodes of the blocking of the functional organs of the vehicle, each of which includes a sequentially connected matching unit connected to a common multiplex bus, a decoder, a memory element and a relay connected by its contact groups to the corresponding functional body of the vehicle, as well as a delay element, the input of which is connected to the second input of the processing unit of the incoming and formation and synthesis of commands, and the output is to the second input of the memory element, and a microprocessor-based motion sensor based on the accelerometer connected to the first output with the third input of the memory element, the second input of the processing unit for processing incoming information and command synthesis through the ignition switch is connected to the power source, and the third input and second output of the processing unit for processing incoming information and command synthesis — to the corresponding output and input of the receiver, an additional stop signal control unit has been introduced and supplement The backlight control unit is connected to the common multiplex bus and connected to the stop signal control unit and to the back light control unit, respectively, the matching unit is made with an additional output to the common multiplex bus and with two additional inputs, the first of which is connected to the second output of the microprocessor motion sensor, and the second to the output of the delay element.

 The following particular essential feature contributes to the solution of the problem.

 The processor unit for processing incoming information and command synthesis is configured to amplitude-process signals from a microprocessor motion sensor and to synthesize control commands for an additional stop signal control unit and an additional reversing light control unit.

 The drawing shows a structural diagram of the proposed vehicle safety system. The presented scheme contains only those elements that are necessary to explain the essence of the proposed technical solution.

The following notation is used in the drawing:
1 - processor unit for processing incoming information and command synthesis; 2 - electronic tag; 3 - user identification unit; 4 receiver; 5 - common multiplex bus; 6 - node blocking the functional organs of the vehicle; 7 - power source; 8 - ignition switch; 9 - delay element; 10 - matching unit; 11 - decoder; 12 - memory element; 13 - microprocessor motion sensor; 14 - relay; 15 - node sensors unauthorized exposure to the vehicle; 16 - control unit for light and sound alarm; 17 - control unit brake light; 18 - control unit for light and sound alarm; 19 - control unit for reversing light; 20 - additional control unit brake light; 21 - additional control unit for reversing light.

 A key element of the system under consideration is the processor unit 1 for processing incoming information and command synthesis. This unit is a part of almost all anti-theft security systems and systems, commercially available by the applicant company under the trademarks BLACK BUG and REEF (see the catalog "Automotive Security Systems", Altonika, 2002). Depending on the specific model of the security and anti-theft complex, this block may include, for example, a request signal shaper for user identification unit 3, a demodulator of signals coming from user identification unit 3, a verification and conformity control unit of the identification code, a matching unit with a common multiplex bus 5, as well as a number of other elements providing, for example, control of door locks or notification of the vehicle owner or security authority about unauthorized entry the protected vehicle.

 The scheme of the user identification unit 3 is determined by the specific type of electronic tag 2 used in its composition.

 When performing electronic tags 2 in the form of an active keyfob equipped with a power source, the receiver 4 should include a request forwarder. The electronic tag 2 should be equipped with a node for the formation of an identification code intended for its transmission over the air to the receiver 4.

 When performing electronic tags 2 in the form of a passive keyfob equipped with an antenna for receiving signals of the pumping frequency, as well as the node generating the identification code. The receiver 4, in turn, in addition to the identification code reception schemes, must include a pump generator.

 When performing electronic tag 2 in the form of a passive transponder card with a digital memory in which the identification code is fixed, the receiver 4 should be equipped with a signal generator with a circuit inductively connected to the inductive circuit of the transponder card. In this case, the transponder card creates a variable load for the generator of the receiver 4, which varies in accordance with the code recorded in the digital memory of the transponder card. The demodulator of the receiver 4 captures the change in the load of the generator, and thus the code from the digital memory of the electronic tag 2 is fixed in the receiver 4.

 User identification unit 3 is also an integral part of all anti-theft alarm systems commercially available by the applicant company (see above).

 The common multiplex bus 5 can be implemented, for example, in the form of a CAN bus (Controller Area Network), developed by BOSCH in the mid-80s and currently adopted as a standard for all automotive electronics manufacturers in Europe. The CAN message does not contain a destination address, but has an identifier that defines the content of the message. To transfer information between the individual electronic modules of the vehicle's onboard equipment, two bus states are used: dominant (active) and recessive (passive). The CAN bus operates in real time, which is important when controlling the functional bodies of vehicles that operate in different speed ranges.

 To generate a data request, the CAN bus uses the Remote Frame format, which contains the CRC checksum identifier and code. The identifier in this case contains the type of information requested and the priority of the request.

 The CAN bus allows you to implement on board the vehicle local communication lines at the physical level in different ways: fiber optic line, coaxial cable, twisted pair cable and even a single wire.

 A feature of the unit 6 blocking the functional organs of the vehicle is that it receives power from the power supply unit 7 (from the vehicle battery) via the power bus only after the ignition is turned on - that is, after the ignition switch 8 is closed. Moreover, in addition to the implementation of the power function of the elements of the node 6 blocking the functional organs of the vehicle (in Fig. 1, these connections are not shown), the power signal performs in the node 6 and the logical function, arriving at the delay element 9. Block matching 10, decoder 11, memory element 12 and relay 14 form a series circuit, the input of which is connected to a common multiplex bus, and the output are contact groups of relay 14 connected to the corresponding functional body of the vehicle, which is blocked in case of unauthorized exposure to the vehicle. The delay element 9, the matching unit 10, the decoder 11 and the relay 14 are standard electronic products available on the commercial market. The circuit for constructing the memory element 12 is described in the technical literature, for example, when it is executed in accordance with the circuit specified in the description of the prototype, the memory element 12 contains a D-trigger with actuation on the leading edge of the clock pulse, the NAND element and the amplifier. The coordination unit 10 is made with two additional inputs, the first of which is connected to the second output of the microprocessor motion sensor 13, and the second to the output of the delay element 9.

 The microprocessor motion sensor 13 is also a standard unit of electrical equipment of the vehicle. Using the accelerometer included in it, it detects the presence of vehicle motion and generates a signal at its output with an amplitude proportional to the vehicle acceleration. At the same time, the indicated signal can be used as an alarm notification about unauthorized towing of the vehicle, and to block the movement of the vehicle in case of unauthorized entry into the vehicle and attempted theft (WAIT UP technology). When creating prototypes of the inventive system as a microprocessor motion sensor 13, a standard ADXL202 chip manufactured by Analog Devices, Inc., (USA) was used.

 The design of the node 6 blocking the functional organs of the vehicle coincides with the design of the standard nodes of the control of the functional organs of the vehicle (for example, standard automotive relays). At the same time, the delay element 9 and the microprocessor motion sensor 13, which do not require constructs with large dimensions and weight for their execution, can well be placed in a single housing with other blocks of the unit 6 for blocking the functional organs of the vehicle. Although the functioning of the claimed vehicle safety system does not require this, such a construction of the unit 6 for blocking the functional organs of the vehicle allows not to connect any "extra" wires to the node 6 (except for power wires and wires of contact groups). Therefore, the visual identification of the node 6 blocking the functional organs of the vehicle by the presence of "extra" wires (compared with the corresponding node of the control of the functional organs of the vehicle) is impossible.

 Many of the security and anti-theft systems commercially available by the applicant company, which are made using the WAIT UP technology, have such capabilities (see Catalog 2002, Car Security Systems, ALTONIKA).

 Neither the continuity of the chains for a break, nor the use of special diagnostic equipment block 6 blocking the functional organs of the vehicle is not detected. It is also impossible to detect it during a visual inspection, since structurally the WAIT UP assembly is made in the housing of a standard relay and does not require additional wires when installing. This design feature is also characteristic of the HOOK-UP blocking unit previously patented by the applicant company, which has been mass-produced by the applicant company for several years.

 Node 15 sensors of unauthorized influence on the vehicle and the node 16 control light and sound alarms are also part of most security and anti-theft systems, commercially available by the applicant company (see above).

 As for the additional stop lamp control unit 20 and the additional reverse lamp control unit 21, they differ from the regular stop signal control unit 17 and, accordingly, from the regular back light control unit 19 by the presence of a microprocessor circuit. The microprocessor in each of the blocks 17 and 19 is configured to receive signals arriving on a common multiplex bus 5 and carrying information about the acceleration of the vehicle during braking and reversing, respectively, the amplitude processing of these signals and the formation of commands that determine the brightness of the stop lamp and reversing light. These commands are respectively transmitted to the stop lamp control unit 17 and to the reverse light control unit 19.

 Options for constructing blocks 20 and 21 using a microprocessor are described in patent US 6411204, 60 Q 1/50, 06/25/2002.

 The amplitude processing of the signals of the microprocessor motion sensor 13, arriving on a common multiplex bus 5, can be carried out in the processor unit 1 for processing incoming information and command synthesis. When using processor units 1, commercially available by the applicant company, this function can be implemented in software. In this case, the need for the implementation in additional blocks 20 and 21 of the amplitude signal processing and synthesis of commands for controlling the brightness of the stop lamp and the reverse lamp disappears.

 The system under consideration works as follows.

 In the parking lot, the vehicle, as a rule, is in security mode. The security function provided by the system under consideration consists, as in the prototype device, in that the protected vehicle can be used for its intended purpose - for movement (without towing) - only by the owner of the vehicle or its authorized person, such as a driver (hereinafter, the user ) As a rule, this is not the only security function provided by anti-theft devices, however, consideration of other functions is beyond the scope of this application.

 Vehicle protection algorithms are formed in the processor unit 1 for processing incoming information and command synthesis. In order to be able to use the vehicle, the user must have a special electronic tag 2. The electronic tag 2, which is part of the user identification unit 3, at the request of the receiver 4 broadcasts a special unlock code. This code is received and demodulated by the receiver 4 and then transmitted to the processor unit 1 for processing the incoming information and the synthesis of commands. The signals of the receiver 4, causing the issuance of an electronic tag 2 of a special unlock code, are generated at the request of the processor unit 1 for processing incoming information and command synthesis. After a special unlock code is received in the processor unit 1 for processing incoming information and command synthesis, this block compares the received special unlock code with valid codes. In the general case, there may exist a whole set of valid codes belonging to one of the vehicle users, each of which has its own electronic tag 2 with a unique special unlock code. If the received special unlock code coincides with one of the valid codes, the processor unit 1 for processing the incoming information and command synthesis issues through the common multiplex bus 5 to the input of the block 6 of the functional organs of the vehicle (i.e., to the input of the matching unit 10) a local unlock code (in the general case different from the special unlock code).

 The common multiplex bus 5 operates in one of the well-known protocols (CAN, Arcnet, etc.).

 A feature of the unit 6 for blocking the functional organs of the vehicle is that it receives power from the power source 7 only after the ignition is turned on, that is, when the ignition switch 8 is closed.

 In addition, the closure of the ignition switch 8 initiates the generation of an electronic tag code 2 request in the processing unit 1 for processing the incoming information and the synthesis of commands. This means that after a short pause after the ignition switch 8 is closed, a local unlock code is received in the common multiplex bus 5 (if the closure the ignition switch 8 was carried out by a vehicle user with an electronic tag 2).

 Consider the operation of the node 6 blocking the functional organs of the vehicle after the closure of the ignition switch 8.

 After the ignition switch 8 is closed, all elements of the block 6 of the functional blocking of the vehicle’s functional bodies are powered up. In addition, power is supplied to the input of the delay element 9. At the output of this element, a constant zero signal is stored throughout the entire delay time. At the end of the delay time, the signal at the output of the delay element 9 becomes invariably single until the ignition switch 8 opens.

 The output signal of the delay element 9 controls the operation of the matching unit 10. In particular, with a zero signal at the output of the delay element 9, the matching unit 10 connects a local unlock code to the corresponding input of the matching unit 10 via a common multiplex bus 5 to the input of decoder 11. The decoder 11 checks whether the local unlock code received on it coincides with the reference local unlock code. When these codes coincide, the decoder 11 is triggered and a resolving unit signal appears at its output. The presence of this signal is fixed in the memory element 12.

 The delay time of the delay element 9 is sufficient for the local unlock code, demodulation code to be transmitted to the common multiplex bus 5, through the matching unit 10, to the decoder 11, the decoder 11 will trigger (if the local unlock code matches the stored reference decoder 11 local unlock code) and fixing the operation of the decoder 11 in the memory element 12.

 That is, at the end of the delay time in the memory element 12 it is recorded who turned on the ignition - the user of the vehicle (at the time the delay time ends at the output of the decoder 11 there is an enable signal) or the attacker (at the time the delay time ends, there is no enable signal at the output of the decoder 11). If it is recorded in the memory element 12 that the user of the vehicle turned on the ignition, then the output of the memory element 12 stores a constant enable signal that switches the relay 14. If, however, in the memory element 12 it is recorded that the attacker turned on the ignition, the signal at the output of the memory element 12 is determined by binary the output signal of the microprocessor motion sensor 13: when the characteristics of the movement do not exceed the set threshold level (that is, if the vehicle is practically not moving), I leave it at the output of the memory element 12 s relay switch signal 14. However, as soon as the vehicle starts to move, the motion sensor 13 the microprocessor stops the supply of the signal to the memory element 12 and the output member 12 stops the relay 14 switching signal.

 This means that the node 6 of the blocking of the functional organs of the vehicle is triggered. Further movement of the stolen vehicle becomes impossible. The engine starts in normal mode, but if you switch the gearbox and start moving, the lockable circuit breaks immediately. After the car stops completely, relay 14 closes again, the engine starts, but the car does not move. That is, a malfunction of the vehicle occurs. The specified technology, based on the use of a microprocessor-based motion sensor 13, is registered by the applicant company under the WAIT UP trademark and is implemented in a number of mass-produced security and anti-theft systems.

 Nodes 6 blocking the functional organs of the vehicle in appearance coincide with the corresponding nodes of the control of the functional organs of the vehicle. However, when the ignition is switched on, standard control units of the vehicle’s functional organs always close normally open relay contacts and always open normally closed relay contacts. The hijacker - if he has time - will surely check whether this condition for the operation of the control units of the vehicle’s functional bodies is met. If this condition is not met, the hijacker will conclude that the control unit of the vehicle’s functional body has been replaced with some blocking unit of the vehicle’s functional body. Further, the hijacker will replace the corresponding control unit with the vehicle’s functional body - and hijacking the vehicle will become possible. However, the considered technical solution does not allow the hijacker to identify in this way the node 6 blocking the functional organs of the vehicle.

 The movement of the vehicle can also be blocked in the event that when the vehicle is stationary, any of the sensors included in the node 15 of the sensors for unauthorized exposure to the vehicle, such as a door open / close sensor, has triggered. In this case, the alarm signal from the triggered sensor is transmitted via a common multiplex bus 5 to the processor unit 1 for processing incoming information and command synthesis. In the processor unit 1, a command is generated to block the movement of the vehicle and a command to turn on the light and sound alarms. This command is transmitted via a common multiplex bus 5 to the block 6 of the blocking of the functional organs of the vehicle and to the control unit 18 of the light and sound alarms. Similarly, the signal about the movement of the vehicle, coming through the coordination unit 10 from the second output of the microprocessor motion sensor 13 to the common multiplex bus 5, can be used for alarm notification of unauthorized towing of the vehicle, which also increases the degree of protection of the vehicle from theft.

 If during the delay the element 9 delay the correct user identification has occurred and the movement of the vehicle is started, then the vehicle safety system enters the collision avoidance mode. Let's consider this mode in more detail.

 At the end of the delay of the delay element 9, a resolving single signal appears at its output, which switches the matching unit 10 to the mode of transmitting signals from the microprocessor motion sensor 13 to the common multiplex bus 5. At the same time, a signal is integrated from the microprocessor motion sensor 13 to the common multiplex bus 5 characterizing vehicle motion parameters. This can be either an analog signal or sequentially transmitted bits of the vehicle motion characteristic code.

 In the collision avoidance mode, the main executive body is the brake light control unit 17, controlled by the additional brake light control unit 20 newly introduced into the system. The primary source of information about braking is the microprocessor-based motion sensor 13, which is part of the unit 6 for blocking the vehicle’s functional organs and transmits, as mentioned above, its output signals to a common multiplex bus 5. The whole circuit works regardless of the position of the brake pedal. When the vehicle is braked by the engine or using the brake pedal, for example, when the vehicle is dangerously close to the vehicle in front, as with any other change in vehicle speed (including switching relay 14 caused by an attacker sitting behind the wheel of a vehicle), the accelerometer, which is part of the microprocessor motion sensor 13, captures this speed difference and generates a signal proportional to the braking speed (acceleration module). This signal is processed in the microprocessor of the microprocessor motion sensor 13 and enters through the matching unit 10 to a common multiplex bus 5 and then to the processor unit 1 for processing incoming information and command synthesis. In this block, the signal of the microprocessor motion sensor 13 is identified as a message related to the control of the light signaling, and is transmitted via a common multiplex bus 5 to the additional stop signal control block 20. In the additional stop signal control unit 20, the characteristic (for example, amplitude) of the incoming signal is compared with several threshold levels. Depending on the amplitude range the amplitude of the incoming signal is in, a command is generated corresponding to a certain brightness of the stop lamp. The higher the vehicle’s braking speed (negative acceleration), the brighter the illumination of the brake lamp, and, accordingly, the faster the driver’s reaction from behind the vehicle. As noted above, the amplitude processing of the incoming information and the synthesis of commands for controlling the brightness of the stop lamp and the reverse lamp can be carried out in block 1 of the processing of incoming information and synthesis of commands. The choice of one or another option depends on the type of security and anti-theft complex installed on the vehicle, on the design of light signaling devices and other factors.

 Thus, regardless of the state and inertia of the electromechanical brake system, regardless of the type of impact on the vehicle that caused a rapid decrease in speed, the vehicle moving behind the vehicle will be promptly notified of the start of braking of the vehicle ahead. Although the gain in time is small (fractions of a second), at a sufficiently high vehicle speed, typical, for example, for driving on highways, the gain in the stopping distance is large enough to significantly reduce the probability of a vehicle collision.

 For example, at a speed of 200 km / h (55.6 m / s) and a gain in reaction time compared with the electromechanical brake system of 0.1 s, the braking distance decreases by 55.6 m / s • 0.1 s = 5, 6 m, which is significant in terms of reducing the risk of collision.

 The effectiveness of this method of controlling the stop signal is confirmed by numerous experimental studies.

 A similar approach was used in the proposed technical solution to increase vehicle safety in reverse. As you know, this maneuver often leads to accidents (hitting people) due to the carelessness or insufficiently quick reaction of the pedestrian to such a maneuver of the vehicle.

 The motion sensor 13 allows you to catch the beginning of the vehicle in reverse and transmit via the common multiplex bus 5 to the processor unit 1 for processing incoming information and command synthesis the corresponding warning signal, which after processing in the processor unit 1 via the common multiplex bus 5 will go to the additional lamp control unit 21 reverse gear. In this block or directly in the processor block 1 for processing the incoming information and the synthesis of commands, the amplitude of the input signal will be evaluated and the corresponding commands will be issued to the backlight control unit 19 to quickly turn on the specified lamp and its glow with a brightness proportional to the acceleration of the vehicle when reversing.

 Thus, without a significant change in the composition of the electronic components of the prototype system, mainly due to the additional microprocessor processing of the incoming information, it is possible to comprehensively solve the problem of ensuring the safety of the vehicle and driver on motorways and parking lots.

Claims (2)

 1. The vehicle safety system, comprising a user identification unit comprising an electronic tag and a receiver connected to each other by a radio channel, a light and sound alarm control unit, including a brake light control unit, a light and sound alarm control unit, and a unit reverse light control, a common multiplex bus, with which the first input and output of the processing unit for processing incoming information and command synthesis are connected, the input and output of the date node of unauthorized exposure to the vehicle, the input and output of the light and sound alarm control unit, the vehicle functional blocking units, each of which includes a serialization unit connected to a common multiplex bus, a decoder, a memory element and a relay, connected their contact groups to the corresponding functional body of the vehicle, as well as the delay element, the input of which is connected to the second input of the percent a sensor unit for processing incoming information and command synthesis, and the output is for the second input of the memory element, and a microprocessor-based motion sensor based on an accelerometer connected to the first output with the third input of the memory element, the second input of the processor unit for processing incoming information and command synthesis through the ignition switch is connected to the power source, and the third input and second output of the processor unit for processing incoming information and command synthesis - to the corresponding output and input of the receiver, characterized in that in The system introduced an additional control unit for the stop signal and an additional control unit for the reversing lamp, connected to the common multiplex bus and connected to the control unit for the stop signal and the control unit for the reversing lamp, respectively; the matching unit is made with an additional output to the common multiplex bus and two additional inputs, the first of which is connected to the second output of the microprocessor motion sensor, and the second to the output of the delay element.  2. The system according to claim 1, characterized in that the processor unit for processing incoming information and synthesizing commands is configured for amplitude processing of signals from a microprocessor motion sensor and with the possibility of synthesizing control commands for an additional stop signal control unit and an additional reverse lamp control unit.