[0001] The present subject matter is related to, in general, vehicles and, in particular, secure operation of vehicles.

BACKGROUND

[0002] A vehicle security system in a vehicle enables secured operation of the vehicle and prevents the vehicle from theft. For example, the vehicle security system enables running of a power source of the vehicle, such as an engine, a traction motor, or both, based on a request from an authenticated user of the vehicle. Further, in response to receiving the request from an unauthenticated user, the vehicle security system disables running of the power source.

BRIEF DESCRIPTION OF DRAWINGS

[0003] The detailed description is provided with reference to the accompanying figures. In the figures, the left-most digit(s) of a reference number identifies the figure in which the reference number first appears. The same numbers are used throughout the drawings to reference like features and components.

[0004] Fig. 1 illustrates a block diagram of a vehicle, in accordance with an implementation of the present subject matter;

[0005] Fig. 2 illustrates a method for running a power source, in accordance with an implementation of the present subject matter; and [0006] Fig. 3 illustrates a method for disabling and locking a power source, in accordance with an implementation of the present subject matter.

DETAILED DESCRIPTION

[0007] Vehicle security systems include a plurality of Electronic Control units (ECU) to provide secured operation of a vehicle. A first ECU receives a request from a user device, such as a key fob, to stop or to run the vehicle. The first ECU forwards the request to a second ECU, which then executes the request of a user from the user device. Typically, the first ECU may be a vehicle security ECU and the second ECU may be a power source management (PSM) ECU that controls the functioning of a power source. [0008] To enhance the security of the vehicle, a software and/or firmware of the vehicle security system may be updated regularly. Therefore, an update has to be made to the PSM ECU. Since, in the conventional vehicle security systems, the update is made to the PSM ECU, a process of homologation may have to be carried out. This is because, each time the PSM ECU is updated, the PSM ECU may have to undergo process of homologation to get certified by a regulatory body before the use in the vehicle. Therefore, every time the update is made to the vehicle security system, the process of homologation may have to be performed. Thus, the process associated with updating the software/firmware of the conventional vehicle security system is cumbersome and time-consuming. [0009] Further, in some cases, as a part of facilitating secured operation of the vehicle, the PSM ECU authenticates the request from the user to determine if the request is received from a valid user device, i.e., a user device corresponding to the vehicle. Upon the authentication, the PSM ECU executes the request of the user. The performance of the authentication function by the PSM ECU increases the computational burden on the PSM ECU. Since the PSM ECU is already used for controlling the power source, the increased computational burden on the PSM ECU (because of performing the authentication function) reduces the performance of the PSM ECU, and thereby, reduces the performance of the vehicle.

[0010] The present subject matter relates to secured operation of a vehicle. With the implementations of the present subject matter, the secured operation of the vehicle can be achieved without increasing the computational load on the PSM ECU. [0011] In accordance with an example implementation, a vehicle operation system for a vehicle includes an operation unit. The vehicle may be, for example, an Internal Combustion engine (ICE)-powered or a hybrid vehicle. The operation unit may receive an input request from an input device to start or stop the vehicle. The input device may be, for example, a key fob, a smartphone, a smart accessory worn by a user, a remote server, or the like

[0012] In response to receiving the input request, the operation unit may send an operation request to an Integrated Starter Generator (ISG) Electronic Control Unit (ECU). The ISG ECU may control an ISG of the vehicle. In an example, the operation request sent to the ISG ECU may include an authentication request to ascertain if the input request is received from an authentic input device.

[0013] The ISG ECU, upon receiving the operation request, sends a command signal to a power source Management (PSM) ECU to start or stop the vehicle. The PSM ECU controls the functioning of a first power source. The first power source drives the vehicle. That is, the first power source drives a drive wheel of the vehicle. The first power source may be, for example, an engine or a traction motor. In an example, when the operation request includes the authentication request, the ISG ECU may determine the authenticity of the input request and may send the command signal to start or stop the vehicle.

[0014] The PSM ECU may control functioning of the first power source based on the command signal. For instance, if the input request is to run the first power source, the PSM ECU may run the first power source based on the command signal. If the input request is to disable and lock the first power source, the PSM ECU may disable and lock the first power source.

[0015] In the present subject matter, the ISG ECU sends a request to the PSM ECU. Accordingly, whenever a software or a firmware update is to be done to the vehicle operation system, the update is done to the ISG ECU, and not to the PSM ECU. Since the ISG ECU does not have to undergo the process of homologation after the update, the present subject matter eliminates the process of homologation whenever the software related to vehicle security is updated. Therefore, the present subject matter reduces the time required for updating the security software and eliminates the cost associated with the process of homologation. In the present subject matter, the ISG ECU is to send the request to the PSM ECU to start or stop the vehicle. The present subject matter eliminates the increase in computational load on the PSM ECU when compared to the conventional vehicle security systems where, the PSM ECU is to receive the request directly from an operation unit and is to control the engine upon receiving the request. Therefore, the present subject matter enhances the performance of the PSM ECU, and thereby, enhancing durability and performance of the vehicle. Further, even in cases where the authenticity of the input request is to be checked, the checking is performed by the ISG ECU, and not by the PSM ECU. Therefore, the increase in the computational burden on the PSM ECU, which may otherwise be caused because of checking of authenticity of the PSM ECU, is prevented. Therefore, the performance of the PSM ECU and thereby, the performance of the vehicle is enhanced.

[0016] As will be appreciated known, the ISG ECU is used for only a small amount of time during the operation of the vehicle, e.g., during the starting of the vehicle. By leveraging the ISG ECU to carry out functions related to secured operation of the vehicle, the ISG ECU is better utilized, while also ensuring that the computational burden on the PSM ECU is reduced.

[0017] The present subject matter is further described with reference to Figs. 1 -3. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.

[0018] Fig. 1 illustrates a block diagram of a vehicle 100, in accordance with an implementation of the present subject matter. The vehicle 100 may be, for example, a two-wheeler, or a four-wheeler and may be Internal Combustion Engine (ICE)-powered or hybrid vehicle.

[0019] The vehicle 100 may include a first power source 102 to drive the vehicle 100. That is, the first power source 102 may drive a drive wheel (not shown in Fig. 1 ) of the vehicle 100. If the vehicle 100 is an ICE-powered vehicle, the first power source 102 may be an engine, such as an Internal Combustion (IC) engine. Additionally, in some examples, the vehicle 100 may also include a second power source 104 that drives a drive wheel of the vehicle 100. For instance, if the vehicle 100 is a hybrid vehicle, the second power source 104 may be a traction motor hereinafter, the first power source 102 is explained with reference to the engine and the second power source 104 is explained with reference to the traction motor. When the drive wheel of the vehicle 100 is driven by the engine 102, the vehicle 100 is said to be in an engine driving mode. When the drive wheel is driven by the traction motor 104, the vehicle 100 is said to be in an electric driving mode. When the drive wheel is driven by both the engine 102 and the traction motor 104, the vehicle 100 is said to be in a hybrid driving mode. [0020] The vehicle 100 may include a Power Source Management (PSM) ECU 108 that is to control the functioning of the power source, i.e., the engine 102 and the traction motor 104. The vehicle 100 may also include a plurality of sensors (not shown in Fig. 1 ), such as a speed sensor, a coolant temperature sensor, a crankshaft position sensor, and a cam shaft position sensor. Based on the mode of the operation of the vehicle 100 and based on the inputs from the sensors, the PSM ECU 108 may send command signals to the engine 102 and/or to the traction motor 104 to drive the vehicle 100.ln an example, the PSM ECU 108 may receive power from a battery (not shown in Fig. 1 ) of the vehicle 100. [0021] The vehicle 100 may include an Integrated Starter Generator (ISG) 112 that is to assist in starting of the vehicle 100. The ISG 112 may have two modes of operation, a motor mode and a generator mode. During starting of the vehicle 100, the ISG 112 may be operating in the motor mode to start the vehicle 100. Once the vehicle 100 is started, the ISG 112 may be operating in the generator mode to power the battery of the vehicle 100. To control the functioning of the ISG 112, the vehicle 100 may include an Integrated Starter Generator (ISG) Electronic Control Unit (ECU) 114. The ISG ECU 114 may be in electronic communication with the PSM ECU 108 and may communicate with the PSM ECU 108 to control the functioning of the engine 102. For example, during the starting of the vehicle 100, a crankshaft (not shown in Fig. 1 ) of the engine 102, may rotate in the reverse direction. During the reverse rotation, the ISG ECU 114 may send a command signal, such as a power source stop signal, to the PSM ECU 108. Upon receiving the signal, the PSM ECU 108 may stop the engine 102, for example, by disabling fuel injection. Subsequently, when a forward rotation of the crankshaft occurs, the ISG ECU 114 may send the command signal, such as a power source start signal, to start the engine 102. The ISG ECU 114 may receive power from the battery of the vehicle 100.

[0022] In some cases, it may have to be ensured that an operation, such as starting or stopping, of the vehicle 100 is attempted by an authenticated user, such as owner, of the vehicle 100. Further, the vehicle 100 may have to be prevented from operation by a non-authenticated user, such as a thief holding a duplicate ignition key. In some cases, the thief may attempt to operate the vehicle 100 by using a stolen key of the vehicle 100 belonging to an owner of the vehicle. In some cases, a vehicle loan provider that financed for the purchase of the vehicle 100 may have to prevent operation of the vehicle 100 if the user of the vehicle 100 has defaulted in payment of a vehicle loan. Accordingly, in the above cases, the engine 102 and/or the traction motor 104 may have to be enabled or disabled based on a request from an authenticated user of the vehicle 100. To this end, the vehicle 100 may include a vehicle operation system 115 to provide secure operation to the vehicle 100.

[0023] The vehicle operation system 115 may include an operation unit 116. The operation unit 116 may be in communication with an input device 118 and may receive an input request from the input device 1 18, as will be explained in detail later. The operation unit 116 may be, for example, a telematics unit or an immobilizer unit. The telematics unit may be an ECU provided in the vehicle 100 that is to control wireless communication from/to the vehicle 100. The immobilizer unit may be an ECU provided in the vehicle 100 that is to communicate with the input device 118 to receive a code for carrying out authentication of the input device 118. In an example, the operation unit 116 may include a wireless transceiver 117 to communicate wirelessly with the input device 118. In some examples, the operation unit 116 may include a Global Positioning System (GPS) for tracking the location of the vehicle 100.

[0024] The input device 118 may be, for example, an ignition key, a key fob, a smart card that can wirelessly communicate with the operation unit 116, a personal digital assistant (PDA) held by the user, a smart accessory worn by the user, such as a smart watch, a remote server, or the like. For instance, the remote server may be used by the vehicle loan provider to send the request for stopping of the vehicle 100. The input device 118 may include the wireless transceiver 117 for communicating wirelessly with the operation unit 116.

[0025] The vehicle 100 may include a vehicle bus 120 for enabling communication among various components of the vehicle 100, such as the PSM ECU 108, the ISG ECU 114, the operation unit 116, and the sensors. The vehicle bus 120 may be, for example, Control Area Network (CAN) bus. [0026] In an example, an input request may be sent by the input device 118. The input request may be, for example, a request to start or stop the vehicle 100. In response to receiving the input request, the operation unitl 16 may send an operation request to the ISG ECU 114. In an example, the operation request may include an authentication request to ascertain if the input device 118 is an authentic input device.

[0027] In response to the receipt of the operation request, the ISG ECU 114 may send the command signal to the PSM ECU 108 to start or stop the vehicle 100. The command signal may be, for example, the power source stop signal or the power source start signal. Upon receiving the command signal, the PSM ECU 108 controls the engine 102, the traction motor 104, or both. For instance, the PSM ECU 108 may run the power source to drive the vehicle 100 upon receiving the power source start signal from the ISG ECU 114. In other instance, the PSM ECU 108 may stop the power source that is driving the vehicle 100 upon receiving the power source stop signal from the ISG ECU 114. The PSM ECU 108 may perform the control based on the determination of mode of operation of the vehicle 100.

[0028] Since, in the vehicle operation system 115, it is ascertained whether the input device 118 is an authentic input device, non-authenticated user may be prevented from operating the vehicle 100. For instance, the thief trying to operate the vehicle 100 with the duplicate ignition key may not be able to start the vehicle 100 as the duplicate ignition key may not be authenticated by the vehicle operation system 115 and only the key corresponding to the vehicle 100 may be authenticated by the vehicle operation system 115. Similarly, the vehicle operation system 115 may process the input request to stop the vehicle 100. Accordingly, the vehicle operation system 115 may prevent the operation of the vehicle 100 by the user who has defaulted in payment of loan, or by the thief who operates the vehicle 100 with the stolen key.

[0029] Fig. 2 illustrates a method 200 for running a power source, in accordance with an implementation of the present subject matter. The order in which the method 200 is described is not intended to be construed as a limitation, and any number of the described method blocks may be combined in any order to implement the method 200 or an alternative method. Furthermore, the method 200 may be implemented by processor(s) or computing device(s) through any suitable hardware, non-transitory machine-readable instructions, or a combination thereof. The method 200 may be utilized in the vehicle 100. The power source may correspond to the first power source 102 and may be an engine. Further, the steps of the method 200 may be performed by vehicle operation system 115.

[0030] The vehicle 100 may have to be operatable only by an authenticated user and may have to be prevented from operating when a non-authentic user attempts to operate. To prevent operation of the vehicle 100 by non-authentic users, the method 200 may be performed by the vehicle operation system 115.

[0031] At block 202, an operation unit may determine if an input request is received. The input request may be sent by an input device. In an example, the input request may be a request to start or stop the vehicle. The vehicle may be, for example, an Internal combustion engine (ICE)- powered vehicle.

[0032] In an example, the sending of the input request may be performed by pressing a button on a key fob. In another example, the sending of the input request may be performed by inserting an ignition key onto an ignition switch provided in the vehicle and turning the key to switch to an ‘on’ position in the ignition switch. The operation unit may correspond to the operation unit 116 and the input device may correspond to the input device 118.

[0033] If the input request is received, at block 204, the operation unit may send an authentication request to an ISG ECU. The ISG ECU may control an ISG of the vehicle. The authentication request may be a request to ascertain if the input device is an authentic input device. In an example, in response to the receipt of the input request, the operation unit may send an operation request to the ISG ECU. The operation request may include the authentication request. The ISG may correspond to the ISG 112 and the ISG ECU may correspond to the ISG ECU 114. [0034] At block 208, the ISG ECU determines if the input request is authentic. For instance, the ISG ECU may check if an input device from the which the input request is received is the input device corresponding to the vehicle. In an example, to determine if the input request is received from an authentic input device, the ISG ECU may store a code of the input device corresponding to the vehicle. As a part of the input request, the input device may send a code to the operation unit. The ISG ECU may match the stored code with a code received from the input device. The ISG ECU may determine that the input request is authentic if the code transmitted by the input device matches with the stored code. If the code transmitted by the input device does not match with the stored code in the ISG ECU, the ISG ECU may determine that the input request is not authentic.

[0035] If it is determined that the input request is authentic, at block 210, the ISG ECU sends a command signal to an PSM ECU. The PSM ECU may correspond to the PSM ECU 108. The command signal may be, for example, a power source start signal. The command signal may be sent via a CAN communication network.

[0036] If it is determined that the input request is not authentic, at block 212, the ISG ECU may refrain to send the command signal to the PSM ECU. In other words, if it is determined that the input device is not an input device corresponding to the vehicle and the ISG ECU may refrain from sending the command signal to the PSM ECU. Therefore, the present subject matter prevents operation to non-authentic users of the vehicle. [0037] At block 214, upon receiving the command signal, the PSM ECU may run the first power source. In an example, if the vehicle is an ICE- powered vehicle, the first power source may be, for example, the engine. Upon receiving the power source start signal, the PSM ECU may enable fuel injection to the engine and starts the engine.

[0038] In some examples, the vehicle may be a hybrid vehicle including a second power source in addition to the first power source. The second power source may correspond to the second power source 104 and may be a traction motor. In such examples, upon receiving the power source start signal, the PSM ECU may control the power source that is to drive the vehicle based on a mode of the operation of the vehicle. That is, the PSM ECU may run the first power source, the second power source, or both based on the mode of operation of the vehicle. For instance, the user of the vehicle may select the mode of operation while starting the vehicle by choosing appropriate buttons provided inside the vehicle and the PSM ECU is to receive a signal corresponding to the selected mode of operation. In some examples, the PSM ECU may automatically select the mode of operation depending on speed of the vehicle. For instance, when the vehicle is starting, the PSM ECU may select electric driving mode. If the mode of operation is the engine driving mode, the PSM ECU may enable fuel injection and may start the engine. If the mode of operation is the electric driving mode, the PSM ECU may start the traction motor. If the mode of operation is a hybrid driving mode, the PSM ECU may start the engine as well the traction motor.

[0039] Fig. 3 illustrates a method 300 for disabling and locking a power source, in accordance with an implementation of the present subject matter. The order in which the method 300 is described is not intended to be construed as a limitation, and any number of the described method blocks may be combined in any order to implement the method 300 or an alternative method. Furthermore, the method 300 may be implemented by processor(s) or computing device(s) through any suitable hardware, non- transitory machine-readable instructions, or a combination thereof. The method 300 may be utilized in the vehicle 100. Further, the steps of the method 300 may be performed by vehicle operation system 115. The power source may be, for example, the first power source 102 and may be an engine.

[0040] In some scenarios, operation of the vehicle 100 may have to be stopped due to various reasons, such as due to a non-payment of loan for the vehicle 100, due to the vehicle being stolen by a thief, or the like. The method 300 may be used to disable and lock the first power source in such scenarios.

[0041] At block 302, an operation unit may determine if an input request is received. The input request may be transmitted by an input device and may be a request to start or stop the vehicle. In an example, the vehicle 100 may be an Internal Combustion Engine (ICE)-powered vehicle.

[0042] In an example, the input device may be a remote server, a remote computer, a mobile device, such as a personal digital assistant, smartphone, and the like and may be at a location remote from the vehicle. For instance, the remote server may be a server belonging to the vehicle loan provider. Accordingly, the input request may be sent through wireless communication, such as a cellular network. In some examples, when the thief has operated the vehicle using a stolen key fob or a stolen ignition key from owner of the vehicle, the input request may be sent by an input device based on the determination that the vehicle is stolen. The input device may include a mobile, such as a personal digital assistant, a smart phone, or the like, of the owner of the vehicle. In an example, the operation unit may correspond to the operation unit 116 and the input device may correspond to the input device 118.

[0043] In response to receiving the input request, at block 304, the operation unit may send an authentication request to an ISG ECU. The ISG ECU may control an ISG of the vehicle. The authentication request may ascertain if the input device is an authentic input device. In an example, in response to the receipt of the input request, the operation unit may send an operation request to the ISG ECU. The operation request may include the authentication request. The ISG may correspond to the ISG 112 and the ISG ECU may correspond to the ISG ECU 114, and the operation unit may communicate with the ISG ECU using CAN communication.

[0044] In response to receiving the authentication request, at block 308, the ISG ECU may determine if the input request is authentic. In an example, the ISG ECU may receive a code corresponding to the input device from the operation unit. The ISG ECU may match the code with a code stored in the ISG ECU to determine if the input device is a valid device and thereby, determining if the input request is authentic.

[0045] If it is determined that the input request is not authentic, at block 310, the ISG ECU may refrain from sending a command signal to a PSM ECU. The command signal may be, for example, a power source stop signal. The PSM ECU may correspond to the PSM ECU 108.

[0046] In some scenarios, even if the input request is determined to be authentic, processing the input request, and stopping the vehicle suddenly may lead to accidents. For instance, if the vehicle is travelling at high speeds, and if the moving vehicle is stopped suddenly based on processing of the input request, it may lead to accidents. In order to prevent such scenarios, the stopping is performed when it is determined that such a stoppage may not lead to accidents. To determine that the stoppage is unlikely to lead to an accident, at block 312, it may be determined if the vehicle is stationary or is decelerating. To determine that the vehicle is stationary or is decelerating, the ISG ECU may receive inputs from a speed sensor of the vehicle. Upon receiving the inputs from the speed sensor of the vehicle, the ISG ECU may determine if the speed is zero or if the speed of the vehicle is decreasing with time.

[0047] If it is determined that the vehicle is either decelerating or stationary, at block 314, the ISG ECU may send a command signal to the PSM ECU. In an example, the ISG ECU may send the command signal only when the deceleration of the vehicle is below a threshold value.

[0048] If it is determined that the vehicle is neither decelerating nor is stationary, at block 310, the ISG ECU may refrain to send the command signal to the PSM ECU. The ISG ECU may wait till the vehicle starts decelerating and may send the command signal when the vehicle decelerates. Therefore, the present subject matter prevents accidents caused due to sudden stoppage of the vehicle that is accelerating. [0049] Upon receiving the command signal, at block 316, the PSM ECU may disable and lock the first power source. For instance, in the ICE- powered vehicle, the PSM ECU may prevent injection of fuel into the engine, thereby disabling and locking the engine.

[0050] In some examples, the vehicle may be a hybrid vehicle. Accordingly, in addition to the first power source, there may be a second power source to drive a drive wheel of the vehicle. The second power source may correspond to the second power source 104 and may be, for example, a traction motor. In such examples, upon receiving the power source stop signal, the PSM ECU may control the power source that drives the vehicle. For example, if the engine is driving the vehicle, the PSM ECU may disable fuel injection and may stop the engine. If the traction motor is driving the vehicle, the PSM ECU may stop the traction motor. If the engine and the traction motor drive the vehicle together, the PSM ECU may stop the engine as well the traction motor.

[0051] In an example, the input request may be sent based on the determination that the vehicle is stolen. For instance, the input device may receive a current location of the vehicle transmitted by a GPS provided in the operation unit. Upon receiving the current location of the vehicle, it may be determined that the current location of the vehicle is different from an earlier location of the vehicle and thereby, determine that the vehicle is stolen. In response to the determination that the vehicle is stolen, the input request may be transmitted to the operation unit.

[0052] Although in the above examples, the first power source is explained with reference to the engine and the second power source is explained with reference to the traction motor, in other example, the first power source may be a traction motor and the second power source may be an engine.

[0053] The present subject matter provides secured operation of vehicles and runs or stops the power source based on the user’s request. The present subject matter may be used in scenarios, such as stopping of the vehicle of the user by the vehicle loan provider due to non-payment of vehicle loan, prevents stealing of vehicle by the thief and run the power source only when the authenticated user operates the vehicle, and the like. [0054] In the present subject matter, the ISG ECU sends the request to the PSM ECU. Accordingly, whenever a software or a firmware update is to be done to the vehicle operation system, the updates is done to the ISG ECU, and not to the PSM ECU. Since the ISG ECU does not have to undergo the process of homologation after an update, the present subject matter eliminates the process of homologation whenever the software related to vehicle security is updated. Therefore, the present subject matter reduces time required for updating the security software and eliminates the cost associated with the process of homologation. In the present subject matter, the ISG ECU is to send a request to the PSM ECU to start or stop the vehicle. The present subject matter eliminates the increase in computational load on the PSM ECU when compared to the conventional vehicle security systems where the PSM ECU is to receive the request directly from the operation unit and controls the engine upon receiving the request. Therefore, the present subject enhances the performance of the PSM ECU, and thereby, enhancing durability and performance of the vehicle. Further, even in cases where the authenticity of the input request is to be checked, the checking is performed by the ISG ECU, and not by the PSM ECU. Therefore, the increase in the computational burden on the PSM ECU, which may otherwise be caused because of checking of authenticity by the PSM ECU, is prevented. Therefore, the performance of the PSM ECU and thereby, the performance of the vehicle is enhanced.

[0055] As will be appreciated known, the ISG ECU is used for only a small amount of time during the operation of the vehicle, e.g., during the starting of the vehicle. By leveraging the ISG ECU to carry out functions related to secured operation of the vehicle, the ISG ECU is better utilized, while also ensuring that the computational burden on the PSM ECU is reduced. Further, in the present subject matter, the power source is disabled and the locked only upon determining if the vehicle is stationary or is decelerating. Accordingly, the present subject matter prevents accidents when an accelerating vehicle is suddenly halted.

[0056] Although the present subject matter has been described with reference to specific embodiments, this description is not meant to be construed in a limiting sense. Various modifications of the disclosed embodiments, as well as alternate embodiments of the subject matter, will become apparent to persons skilled in the art upon reference to the description of the subject matter.