基于單片機(jī)的汽車防盜報警器設(shè)計【2張cad圖紙+文檔全套資料】
喜歡就充值下載吧。。資源目錄里展示的文件全都有，，請放心下載，，有疑問咨詢QQ:414951605或者1304139763 ======================== 喜歡就充值下載吧。。資源目錄里展示的文件全都有，，請放心下載，，有疑問咨詢QQ:414951605或者1304139763 ========================
利用GSM汽車防盜的預(yù)防研究
K. Veeranna Reddy1, Y. Tirumala Babu2
Madhavi科技學(xué)院拉賈蒙德里.副主任及教授ECE系，美聯(lián)社，印度.巴魯夫，圣瑪麗工程與技術(shù)學(xué)院（嵌入式系統(tǒng)），海得拉巴，印度.
摘要
本文論述了汽車防盜系統(tǒng)的設(shè)計與開發(fā)，以防止車輛被盜。該系統(tǒng)利用一個嵌入基于GSM技術(shù)的系統(tǒng)。一個接口的移動也連接到微控制器，這是反過來，連接到發(fā)動機(jī)。一旦車輛被盜，信息被用于進(jìn)一步處理車輛的主。信息被傳遞到中央處理保險系統(tǒng)，在那里坐在一個偏遠(yuǎn)的地方，一個特定的號碼是由他們撥打在車輛上安裝的硬件組件的接口移動。通過讀取移動所接收的信號，可以控制發(fā)動機(jī)的點火，說是鎖定它或立即停止發(fā)動機(jī)。在進(jìn)入安全的密碼之后，它將再次進(jìn)入正常狀態(tài)。這輛車的中央處理系統(tǒng)的所有者會知道這個固定參數(shù)在本設(shè)計中，主要的概念是將移動通信引入到嵌入式系統(tǒng)中。
關(guān)鍵詞;GSM;單片機(jī);手機(jī);汽車
一、引言
超過百分之93的汽車盜竊案發(fā)生在城市地區(qū)，汽車盜竊是一個普遍存在的問題。尤其是西方國家，汽車盜竊的經(jīng)驗很高全國有一輛汽車或卡車每28.8秒被盜2007。在九月的2007 2008估計110萬機(jī)動車盜竊發(fā)布了聯(lián)邦調(diào)查局的統(tǒng)一犯罪報告，估計有價值74億美元。在美國最昂貴的財產(chǎn)犯罪，汽車盜竊導(dǎo)致貨幣損失為國家和地方政府的駕駛公共和公共安全成本的受害者和影響汽車保險費(fèi)用。休閑汽車盜竊，如那些由兜風(fēng)少年犯，仍然存在但已成為汽車盜竊問題的一小部分。越來越多的汽車盜竊是一個復(fù)雜的犯罪企業(yè)，涉及標(biāo)題欺詐，車輛識別克隆，和汽提車在“印章店”的零件，國內(nèi)和國際黑市被盜車輛和他們的部分是一個有利可圖的業(yè)務(wù)。車輛識別克隆有助于處理我的罪行被盜車輛。一個小偷從一份車輛識別號碼和記錄車輛合法擁有并使用它來提供類似的車輛制造假冒葡萄酒的標(biāo)簽，使其更容易出售沒有檢測的“克隆”車輛。小偷也創(chuàng)造幻象或紙的車輛由車上不存在，或者他們不自己獲得保險，報告為被盜和聚集關(guān)于索賠。古董和豪華車經(jīng)常被用于這些計劃，因為它們會產(chǎn)生大量的保險。流行的舊模型的部分通常是集體的價值超過完整的車輛。許多這些偷來的汽車，最終在“印章店，“他們在那里拆卸零件賣給不法或不知情的維修店或配件經(jīng)銷商。一些被盜的車輛出口市場銷售。老年人，“經(jīng)典”的美國汽車是最有價值的海外。據(jù)估計，至少有百分之10的汽車被盜是一個被盜的汽車報告，這是，該車輛已放棄或傾向于追求欺詐性保險索賠。這些車就被遺棄，有的可能最終在非法印章店和欺騙性重新TAgged轉(zhuǎn)售。保險公司估計，在美國六個被盜汽車中的一個是在海外或是在國家或國際間的邊境運(yùn)輸?shù)?。一些車輛被欺詐報告被偷走的可能已經(jīng)被交易的毒品。被盜的汽車也有有時用于販賣毒品，槍擊和武裝搶劫的驅(qū)動。這些車，往往被遺棄后他們服侍他們的目的，幫助犯罪人逃避當(dāng)局，因為他沒有合法的Ti到車?yán)锶ァ?
全球移動通信系統(tǒng)（GSM）是世界上最流行的移動電話標(biāo)準(zhǔn)。上億人使用GSM服務(wù)全世界的GSM標(biāo)準(zhǔn)的可用性使國際漫游的移動電話運(yùn)營商之間非常普遍，使得用戶在世界各地使用手機(jī)。GSM明顯不同于它的前輩，信令和語音信道的數(shù)字，這意味著它是第二代（2G）移動電話系統(tǒng)。這一事實也意味著數(shù)據(jù)通信是建立在系統(tǒng)中的很早就在[ 1 ]。GSM網(wǎng)絡(luò)的結(jié)構(gòu)在下面解釋。在GS復(fù)雜為了提供所有的服務(wù)網(wǎng)絡(luò)，這是需要的是分為若干段。即，基站子系統(tǒng)（基站及其控制器）；網(wǎng)絡(luò)和交換子系統(tǒng)（網(wǎng)絡(luò)中的一部分最類似于一個固定網(wǎng)絡(luò)）：有時也稱為核心網(wǎng)絡(luò)。GPRS核心網(wǎng)（可選部分，允許基于互聯(lián)網(wǎng)連接的數(shù)據(jù)包）。所有在上述的系統(tǒng)相結(jié)合，產(chǎn)生了許多GSM服務(wù)語音通話和短信等元素。一個GSM的關(guān)鍵特征是用戶身份識別模塊（SIM），常用的知識稱為SIM卡。SIM卡是一種可拆卸的智能卡包含用戶的訂閱信息和電話簿。這允許用戶在切換手機(jī)后保留自己的信息。alternativel用戶還可以通過改變用戶的改變來改變操作，同時保持手機(jī)的用戶只需改變用戶的。
二、方法論
這項研究是基于數(shù)據(jù)從新南威爾士州的道路和交通管理局的交通事故數(shù)據(jù)庫系統(tǒng)發(fā)生在車輛上的事故發(fā)生在 1999/ 2000和2006 / 2007之間財務(wù)年。這個數(shù)據(jù)包括所有的崩潰；
（1）向警方報告（2）發(fā)生在向公眾開放的道路上，（3）涉及至少一個移動道路車輛，以及（4）至少有一人死亡或受傷或至少一人受傷汽車被拖走。數(shù)據(jù)與數(shù)據(jù)對汽車機(jī)動車盜竊在新南威爾士州基于以下條件匹配：
注冊板上的一個匹配記錄崩潰日期/時間之間的最早可能的盜竊事件的日期/時間（減去10分鐘，以便在時間上的差異，估計）和盜竊的恢復(fù)日期/時間（10分鐘），或記錄崩潰的日期/時間在盡可能早的盜竊事件的日期/時間或之后（減10分鐘），被盜車輛仍未愈。道路和交通管理局還提供汽車數(shù)據(jù)對所有機(jī)動車輛的狀態(tài)，目前注冊。這項研究是根據(jù)12月31日的數(shù)據(jù)2006。此外，與道路和交通管理局的術(shù)語是一致的，在這個報告中使用的話控制器，包括所有道路車輛的用戶，包括司機(jī)和車手。
三、局限性
有幾個限制要注意。約2.2%的機(jī)動車在碰撞數(shù)據(jù)中沒有一個有效的登記車牌，讓一個加入的汽車盜竊數(shù)據(jù)。這是指在這項研究中所代表的被盜車輛的數(shù)量在道路交通事故可能會稍有代表性。還進(jìn)行了碰撞數(shù)據(jù)的手動檢查。三墜機(jī)事件的結(jié)果在一個與被盜的數(shù)據(jù)被刪除從被盜的車輛組，由于一個無效的登記板（例如注冊車牌' 000 '），或因為被盜車輛的匹配在2崩潰后的第一次。
此外，一個高比例的數(shù)據(jù)的年齡和性別的個人在崩潰的車輛被丟失，由于個人逃離現(xiàn)場的崩潰，從而不可能獲得的他數(shù)據(jù)。這也在涉及被盜車輛事故傷害數(shù)的影響。這使得一些比較與崩潰不涉及被盜車輛困難。
四、研究結(jié)果
涉及被盜車輛事故。自1999財政年度，在新南威爾士州的道路交通事故的數(shù)量已經(jīng)下降了約15.3%。涉及一個崩潰的比例被盜車輛也顯示了下降趨勢，與大多數(shù)的下降發(fā)生在2000年1月和2003年4月之間，后的比例保持相對穩(wěn)定。在1999年初 ，應(yīng)用程序大約2%的道路交通事故涉及車輛被盜的比例下降到1.2%到2006年7月。在整個八年的時間，1.7%的崩潰涉及被盜車輛。
五、資金汽車盜竊的當(dāng)前預(yù)防
專門的，持續(xù)的資金，汽車防盜當(dāng)局有助于他們的成功。大多數(shù)州基金，他們從保險公司發(fā)行的宣傳采集車輛的一小筆通用電氣。華盛頓汽車防盜機(jī)關(guān)對交通違規(guī)收費(fèi)10美元的服務(wù)費(fèi)獲得收入。
在馬里蘭州，建立汽車防盜委員會的立法也建立了一個車輛防盜基金，該基金的一部分，大約是200萬美元的罰款終止或失效的汽車保險，和挪用國家資金。該基金是用于會議的費(fèi)用和提供了超過2000萬美元的汽車防盜程序一致NT全州策略。根據(jù)馬里蘭州汽車防盜委員會的2007次年度報告，其有效性與13年來的籌資水平相關(guān)。整體l，2007在馬里蘭州汽車盜竊仍低于1994基準(zhǔn)年。最重要的成功發(fā)生在巴爾的摩，在巴爾的摩地區(qū)汽車盜竊團(tuán)隊，（大），一個多法英語小組，自1995以來在汽車盜竊率下降百分之50。密歇根汽車盜竊預(yù)防局要求各承授人防盜工作提供配套資金。公安部門和其他補(bǔ)助資金的接受者必須提供百分之25的總項目費(fèi)用。
大多數(shù)國家的法規(guī)要求汽車防盜管理局的管理局，以確保資金是專門用于自動盜竊預(yù)防活動。華盛頓規(guī)約規(guī)定說：“從賬戶中支出只能用于有關(guān)機(jī)動車盜竊活動，包括教育、預(yù)防、執(zhí)法、調(diào)查、起訴和監(jiān)禁的車輛。”本文標(biāo)題和品牌lawsstate法律如何處理車的標(biāo)題和標(biāo)題的品牌。車輛的所有權(quán)證書提供了明確的所有權(quán)證明。標(biāo)題品牌是啊對車輛信息fficial狀態(tài)記錄，包括任何傷害。冠軍品牌指標(biāo)、符號或其他符號印在來表示歷史或條件職稱證書車輛離子。一個標(biāo)題品牌將對車輛和品牌造成重大損害，如“垃圾”或“救助”，理想情況下，一個標(biāo)題品牌仍然是對車輛的生活記錄。一些州，如伊利諾斯，只有幾個品牌的名稱，而弗吉尼亞有近20。蒙大納的15個冠軍的品牌名稱提供了一個典型的例子（表1）。
蒙大納電動機(jī)vehick冠軍品牌
保銳
B
裝備車輛
K
D
街桿
F
原始
O
未還原的盜竊
U
洪水的損失
非美國（外交部）
N
打撈
S
Y
還原的盜竊
標(biāo)題重建
C
全部損失
T
重建
X
自定義工具
A
重建打撈
R
特殊的構(gòu)造
E
定義和品牌的不同顯著從狀態(tài)到狀態(tài)。例如，需要在格魯吉亞的一個救助品牌，如果恢復(fù)需要更換的2個或更多的組成部分。在kentucKY，打撈品牌如果修理費(fèi)用超過車輛價值百分之75的要求。佛蒙特州需要一個救助品牌在任何車輛上，保險公司宣布總損失。不同的門檻其他品牌如“垃圾”或“洪水?！备ゼ醽?，車輛受到洪水的品牌如果有超過1000美元。水損壞，而在懷俄明的車輛接收洪水品牌，如果水達(dá)到門和乘客或中繼艙。洪水風(fēng)險在一些國家比其他人更大；至少一半的州沒有一個機(jī)動車稱號的洪水品牌。品牌的多樣性和品牌的描述構(gòu)成了一個品牌創(chuàng)造機(jī)會，汽車盜竊和欺詐。不同的標(biāo)題品牌的法律更容易出售偷來的車通過標(biāo)題洗衣和VIN的克隆。上述利益和策略代表了健全的汽車防盜的原則。
六、汽車盜竊，原則預(yù)防
地方，國家和地區(qū)的區(qū)別在數(shù)量和種類的汽車盜竊是適當(dāng)?shù)姆从吃谡吆蛯嵺`。國家立法機(jī)關(guān)的作用是有價值的，在應(yīng)對汽車盜竊的發(fā)生在它的上下文中。聯(lián)邦政府的領(lǐng)導(dǎo)應(yīng)該容納定制狀態(tài)的方法與政策NCSL聯(lián)邦主義。
國家刑法中的自動盜竊分類與分類有很大的不同。決策者可以在現(xiàn)代的問題和需要的情況下，檢討汽車盜竊犯罪的規(guī)定。這尤其是在積極的盜竊戒指和企業(yè)的國家，適當(dāng)區(qū)分未經(jīng)授權(quán)使用的罪行，往往涉及青少年。汽車品牌名稱的標(biāo)題是不同的在美國。決策者可以檢查品牌法則，以確定是否存在品牌定義的差距，如果其他品牌，也許是更符合其他國家的需要。決策者可以考慮如何在全國汽車名稱信息系統(tǒng)可以服務(wù)于其國家的目標(biāo)，在減少汽車盜竊和標(biāo)題欺詐。國家信息技術(shù)升級機(jī)動車登記系統(tǒng)可以方便的參與，和司法援助局國家?guī)椭恍┬枰倪M(jìn)。
汽車保險公司的教育，預(yù)防和信息共享的作用，是有價值的國家努力解決汽車盜竊。決策者可以利用保險公司的研究和專業(yè)知識與盜竊有關(guān)的問題。消費(fèi)者受益于從一個現(xiàn)成的犯罪預(yù)防措施，并從客戶的激勵措施，使用汽車安全系統(tǒng)。保險業(yè)的強(qiáng)勢關(guān)系對國家汽車防盜部門的成功是很重要的。各國還可以繼續(xù)使用保險業(yè)發(fā)達(dá)的系統(tǒng)來解決汽車盜竊相關(guān)的標(biāo)題和保險欺詐。
國家汽車防盜部門已經(jīng)證明了他們的實用性。他們創(chuàng)造了全州雨傘可以集中資源和專業(yè)知識，在國家的司法管轄區(qū)，體驗高熱發(fā)生盜竊汽車。決策者是否可以考慮汽車防盜機(jī)構(gòu)可以幫助解決汽車盜竊和確定什么樣的籌資機(jī)制，將為有效實施和一個新的或現(xiàn)有的汽車防盜的權(quán)力運(yùn)作。
汽車防盜防部門和其他國家的舉措，可以資助和培訓(xùn)專門的執(zhí)法單位，技術(shù)和相關(guān)的努力，打擊汽車盜竊和并購機(jī)動車詐騙。
七、結(jié)論
本文設(shè)計并論證了一種設(shè)計低成本、緊湊型防盜系統(tǒng)的車輛設(shè)計方法。這項工作是對車輛竊賊的終極威脅。如今，車輛這是最不安全的，當(dāng)它被小偷偷走。通過這項工作，這是本文提出的，它是在一個更高的精度跟蹤車輛很容易，因為它是基于GSM技術(shù)現(xiàn)在是非常發(fā)達(dá)的。因此，它是非常容易得到的車輛。這項工作的關(guān)鍵是，整個過程是在盡可能少的成本做的，這幾乎是accomodable的實際執(zhí)行。在未來，毫無疑問，所有的車輛將被嵌入這個獨(dú)特的工具包。
引用：
[1]Kenneth J. Ayala，“8051單片機(jī)的體系結(jié)構(gòu)、編程與應(yīng)用”，penram國際，印度，2006。
[2]道格拉斯大廳，“微處理器和接口編程和硬件。
[3]國家保險犯罪局www.nicb.org/cps/rde/xchg/nicb/hs.xsl/index.htm。
[4]利文斯頓，D.H.，梅利特，S.，卡勞利，美國，和Vanek，S（1998）。汽車盜竊相關(guān)創(chuàng)傷。的創(chuàng)傷雜志，45卷（4），P 780-783。
[5]ziersch，即n和贖金，美國（2008）。在澳大利亞南部的道路交通事故涉及被盜車輛。澳大利亞道路安全學(xué)院學(xué)報，19卷（2），P 38。
作者簡介
K. veeranna Reddy作為副主任及教授在該系ECE Madhavi科技學(xué)院mallampudi，拉賈蒙德里，美聯(lián)社，印度。他的研究興趣包括微處理器SOR，嵌入式系統(tǒng)，控制系統(tǒng)。
Y.青斑蝶屬巴布追求他的巴魯夫（ECE）在工程技術(shù)、海得拉巴圣瑪麗學(xué)院在嵌入式系統(tǒng)的專業(yè)化，印度。他的研究興趣包括微處理器嵌入式系統(tǒng)和控制系統(tǒng)。
外文翻譯資料譯文
學(xué) 院
專業(yè)班級
學(xué)生姓名
指導(dǎo)教師
外文翻譯資料原文
學(xué) 院
專業(yè)班級
學(xué)生姓名
指導(dǎo)教師
International Journal of Engineering Trends and Technology- Volume2Issue3- 2011
A Study on Auto Theft Prevention Using GSM
K. Veeranna Reddy1, Y. Tirumala Babu2
Assoc.Professor & Head, Dept.of ECE, Sri Sai Madhavi Institute of Science & Technology, Rajahmundry, A.P., India. M.Tech (Embedded Systems), St.Mary's College of Engineering & Technology, Hyderabad, India.
ABSTRACT
This paper deals with the design & development of a theft control system for an automobile, which is being used to prevent / control the theft of a vehicle. The developed system makes use of an embedded system based on GSM technology. An interfacing mobile is also connected to the microcontroller, which is in turn, connected to the engine. Once, the vehicle is being stolen, the information is being used by the vehicle owner for further processing. The information is passed onto the central processing insurance system, where by sitting at a remote place, a particular number is dialed by them to the interfacing mobile that is with the hardware kit which is installed in the vehicle. By reading the signals received by the mobile, one can control the ignition of the engine; say to lock it or to stop the engine immediately. Again it will come to the normal condition only after entering a secured password. The owner of the vehicle & the central processing system will know this secured password. The main concept in this design is introducing the mobile communications into the embedded system.
Keywords – GSM, Microcontroller, mobile, vehicle.
I. INTRODUCTION
More than 93 percent of car thefts occur in metropolitan areas where motor vehicle theft remains a pervasive problem. Western states, in particular, experience high rates of motor vehicle theft, while nationally a car or truck was stolen every 28.8 seconds in 2007. The FBI Uniform Crime Reports released in September 2008 estimate 1.1 million motor vehicle thefts in 2007, with an estimated value of $7.4 billion. The most costly property crime in the United States, auto theft results in monetary losses to
victims and affects auto insurance costs for the driving public and public safety costs for state and local governments. Casual car theft, such as those committed by joyriding juveniles, still exists but has become a lesser part of the auto theft problem. Increasingly, car theft is a sophisticated criminal enterprise that involves title fraud, vehicle identification cloning, and stripping cars for parts in “chop shops.” The domestic and international black market for stolen vehicles and their parts is a profitable business. Vehicle identification cloning helps facilitate the crime of dealing in stolen vehicles. A thief copies a Vehicle Identification Number from a legally owned and documented vehicle and uses it to create counterfeit VIN tags for a similar vehicle, making it easier to sell the “cloned” vehicle without detection. Thieves also create phantom or paper vehicles by obtaining insurance on a car that does not exist or that they do not own, reporting it as stolen and collecting on the claim. Antique and luxury vehicles often are used for these schemes because they yield large insurance settlements. The parts from popular older models often are collectively worth more than the intact vehicle. Many of these stolen cars end up in “chop shops,” where they are disassembled for parts sold to unscrupulous or unsuspecting repair shops or parts dealers. Some stolen vehicles are sold on the export market. Older, “classic” American cars are among those most valued overseas. It is estimated that at least 10 percent of automobile theft is a false report of a stolen car; that is, the vehicle has been given up or disposed of to pursue a fraudulent insurance claim. Some of these cars are simply abandoned, and some may end up at illegitimate chop shops and be fraudulently re-tagged and resold. Insurers estimate that one in six stolen cars in the United States is shipped overseas or driven across state or international borders. Some vehicles that are fraudulently reported as stolen instead may have been traded for drugs. Stolen cars also are
ISSN: 2231-5381 http://www.internationaljournalssrg.org Page 60
International Journal of Engineering Trends and Technology- Volume2Issue3- 2011
sometimes used in drug trafficking, drive-by shootings and armed robberies. These cars, often abandoned after they serve their purpose, help the perpetrator elude authorities, since he has no legal tie to the car involved.
The Global System for Mobile communications (GSM) is the most popular standard for mobile phones in the world. Over billion people use GSM service across the world. The usability of the GSM standard makes international roaming very common between mobile phone operators, enabling subscribers to use their phones in many parts of the world. GSM differs significantly from its predecessors in that both signaling and speech channels are digital, which means that it is considered a second generation (2G) mobile phone system. This fact has also meant that data communication was built into the system from very early on [1]. The structure of the GSM network is explained in the following paragraphs. The network behind the GS complicated in order to provide all of the services, which are required & is divided into a number of sections, viz.,
· The base station sub-system (the base stations and their controllers).
· The network and switching sub-system (the part of the network most similar to a fixed network): sometimes also called as the core network.
· The GPRS core network (the optional part which allows packet based internet connection).
·
All of the elements in the system described above combine to produce many GSM services such as voice calls and SMS. One of the key features of GSM is the Subscriber Identity Module (SIM), commonly known as a SIM card. The SIM is a detachable smart card containing the user’s subscription information and phonebook. This allows the user to retain his information after switching handsets. Alternatively, the user can also change operators while retaining the handset simply by changing the SIM [2].
II. METHODOLOGY
The study was based on data from the New South Wales Roads and Traffic Authority’s Traffic Accident Database System on vehicle crashes that occurred between the 1999/2000 and 2006/2007
financial years. This data comprised all crashes that;
(1) were reported to the police, (2) occurred on a road open to the public, (3) involved at least one moving road vehicle, and (4) involved at least one person being killed or injured or at least one motor vehicle being towed away.
The data was matched with CARS data on motor vehicle thefts in New South Wales based on the following conditions:
· a match on registration plate, and
· a recorded crash date/time between the earliest possible theft incident date/time (minus 10 minutes to allow for differences in time estimates) and theft recovery date/time(plus 10 minutes), or
· a recorded crash date/time on or after the earliest possible theft incident date/time (minus 10 minutes) where the stolen vehicle remained unrecovered.
The Roads and Traffic Authority also provides CARS with data on all motorised vehicles currently registered in the state biannually. This study was based on the data at 31st December
2006. In addition, to be consistent with the Roads and Traffic Authority’s terminology, the word controller is used in this report and encompasses all road vehicle users including drivers and riders.
III. LIMITATIONS
There are several limitations to be noted. Approximately 2.2% of the motor vehicles in the crash data did not have a valid registration plate to allow a join with the CARS vehicle theft data. This means that the number of stolen vehicles involved in road crashes may be slightly under-represented in this study. Manual checks of the crash data were also carried out. Three crash incidents which resulted in a join with the stolen data were removed from the stolen vehicle group due to a match on an invalid registration plate (e.g. registration plate ‘000’) or because the stolen vehicle was reportedly recovered following the first of two crashes.
Additionally, a high proportion of data on the age and sex of individuals in crashes involving stolen vehicles was missing due to individuals fleeing the scene of the crash thus impossible to obtain the data. This also
ISSN: 2231-5381 http://www.internationaljournalssrg.org Page 61
International Journal of Engineering Trends and Technology- Volume2Issue3- 2011
impacts injury numbers in crashes involving stolen vehicles. This makes some comparisons with crashes not involving a stolen vehicle difficult.
IV. FINDINGS
4.1 Crashes involving stolen vehicle
Since the 1999/00 financial year, the number of road crashes in New South Wales has fallen by approximately 15.3% (53,331 crashes in 1999/00; 45,161 in 2006/07). The proportion of crashes involving a stolen vehicle also shows a downward trend over the period with the majority of the decline occurring between 2000/01 and 2003/04, after which the proportion remains relatively stable. In 1999/00, approximately 2.0% of road crashes involved a stolen vehicle with the proportion falling to 1.2% by 2006/07. Over the entire eight-year period, 1.7% of crashes involved a stolen vehicle.
V. FUNDING AUTO THEFT REVENTION
AUTHORITIES
Dedicated, continuous funding of auto theft prevention authorities contributes to their success. Most states fund them with a small sum per vehicle collected from insurance companies that issue coverage in the state. The Washington Auto Theft Prevention Authority receives its revenue from a $10 surcharge on traffic infraction fees.
In Maryland, legislation to establish the Vehicle Theft Prevention Council also created a Vehicle Theft Prevention Fund that consists, in part, of approximately $2 million from penalties collected for terminated or lapsed automobile insurance, and of appropriated state funds. The fund is used for Council expenses and has provided more than $20 million for vehicle theft prevention programs consistent with a statewide strategy. According to the 2007 annual report of the Maryland Vehicle Theft Prevention Council, effectiveness correlates to funding levels over the 13 years it has operated. Overall, auto thefts in Maryland in 2007 remained below the 1994 base year. The most significant success occurred in and around Baltimore, where the Baltimore Regional Auto Theft Team, (RATT), a multi-jurisdictional task force, has seen a 50 percent drop in motor vehicle theft rates since 1995. The Michigan Auto Theft
Prevention Board requires all grantees to provide matching funds for anti-theft efforts. Police departments and other grant fund recipients must provide 25 percent of total program costs.
Most state statutes require the governing board of the auto theft prevention authority to ensure that grant money is dedicated solely to auto theft prevention activities. Washington’s statute provides that: “Expenditures from the account may be used only for activities relating to motor vehicle theft, including education, prevention, law enforcement, investigation, prosecution and confinement.”Vehicle titling and branding lawsState laws address how car titles and title branding are handled. A certificate of title for a vehicle provides definitive proof of ownership[4]. The title brand is the official state record of information on the vehicle, including any damage. Title brands— indicators, symbols or other notations—are printed on the certificate of title to indicate the history or condition of a vehicle. A title brand will indicate significant damage to the vehicle and brand it as “junk” or “salvage.” Ideally, a title brand remains on record for the life of the vehicle. Some states, such as Illinois, have only a few branding designations, while Virginia has nearly 20. Montana’s 15 title branding designations provide a typical example (Table 1).
Definitions and brands differ significantly from state to state. A salvage brand is required in Georgia, for example, if restoration would require replacement of two or more component parts. In Kentucky, a salvage brand is required if the cost to repair exceeds 75 percent of the vehicle’s value. Vermont requires a salvage brand on any vehicle that an insurer declares a total loss. Varying thresholds exist for other brands such as “junk” or “flood.” In Virginia, a vehicle receives a flood brand if there is more than $1,000 in
ISSN: 2231-5381 http://www.internationaljournalssrg.org Page 62
International Journal of Engineering Trends and Technology- Volume2Issue3- 2011
water damage, while in Wyoming a vehicle receives a flood brand if water reached over the door and into the passenger or trunk compartment. Risk of flood is greater in some states than others; at least half the states do not have a motor vehicle title flood brand. The variety of brands and descriptions of what constitutes a brand creates opportunities for auto theft and fraud. Differences in title branding laws make it easier to sell stolen vehicles through title washing and VIN cloning.
VI. PRINCIPLES OF SOUND AUTO THEFT
PREVENTION
The above interests and strategies represent principles of sound auto theft prevention.
· Local, state and regional distinctions in the amount and kind of auto theft are suitably reflected in policy and practice. The role of state legislatures is valuable in responding to auto theft in the contexts in which it occurs. Federal leadership should accommodate tailored state approaches in line with NCSL federalism policy.
· Categories and classifications of auto theft in state criminal codes vary widely. Policymakers can review auto theft criminal provisions in the context of modern issues and needs in their state. This is especially true in states where active theft rings and enterprises are suitably distinguished from unauthorized use crimes that often involve juveniles.
· Automobile title branding designations are diverse across the states. Policymakers can examine branding laws to determine if gaps exist in brand definitions and if additional brands – that perhaps are more consistent with other states – are needed.
· Policymakers can consider how the National Motor Vehicle Title Information System might serve their state’s objectives in reducing auto theft and title fraud. State information technology upgrades to motor vehicle titling systems can facilitate participation, and Bureau of Justice Assistance grants to states have helped with some needed improvements.
· The education, prevention and information sharing role of auto insurance companies is valuable to state efforts to address auto theft. Policymakers can use the research and expertise of insurers on auto theft-related issues. Consumers benefit from a ready source on crime prevention practices and from customer incentives to use car security systems. The strong relationship of the insurance industry to state auto theft prevention authorities is important to their success. States also can continue to use insurance industry-developed systems to address auto theft-related title and insurance fraud.
· State auto theft prevention authorities have demonstrated their usefulness. They create statewide umbrellas that can focus resources and expertise in jurisdictions in the state that experience the highest incidence of auto theft. Policymakers can consider whether an auto theft prevention authority can help address auto theft and determine what funding mechanisms will provide for effective implementation and operation of a new or existing auto theft prevention authority.
· Auto theft prevention authorities and other state initiatives can contribute to funding and training for specialized law enforcement units, technologies, and related efforts to combat auto theft and motor vehicle fraud.
VII. CONCLUSION
A novel method of designing a low-cost, compact theft control system for a vehicle was designed & demonstrated in this paper. This work is an ultimate threat for vehicle thieves. Nowadays, the vehicles are least secured when it is stolen by thieves. By this work which is presented in this paper, it is very easy to track the vehicle at a higher degree of accuracy, since it is based on GSM Technology, which is very developed now. So, it is very much easy to get back the vehicle. The crux of the work is that the whole process is done at the least possible cost and it is almost accomodable to the practical implementation. In future, there is no doubt that all of the vehicles will be embedded with this unique kit.
ISSN: 2231-5381 http://www.internationaljournalssrg.org Page 63
International Journal of Engineering Trends and Technology- Volume2Issue3- 2011
REFERENCES
[1] Kenneth J. Ayala, “The 8051 Microcontroller Architecture, programming &applications”, Penram International, India, 2006.
[2] Douglas V Hall, “Microprocessor and Interfacing-Programming & Hardware.
[3] National Insurance Crime Bureau www.nicb.org/cps/rde/xchg/nicb/hs.xsl/index.htm.
[4] Livingston, D.H., Merritt, S., Callori, S., and Vanek, S. (1998). Auto theft-related trauma. The Journal of Trauma, Vol 45(4), p 780-783.
[5] Ziersch, E.N and Ransom, S. (2008). Road crashes involving stolen vehicles in South Australia. Journal of the Australasian College of Road Safety, Vol 19(2), p 38.
AUTHORS PROFILE
K. Veeranna Reddy working as Assoc.Professor & Head, Dept. of ECE at Sri Sai Madhavi Institute of Science & Technology, Mallampudi, Rajahmundry, A.P., India. His research interest includes Microprocessor, Embedded Systems, and Control Systems.
Y. Tirumala Babu pursuing his M.Tech (ECE) with specialization in Embedded Systems at St. Mary’s College of Engineering & Technology, Hyderabad, India. His research interest includes Microprocessor, Embedded Systems, and Control Systems.
ISSN: 2231-5381 http://www.internationaljournalssrg.org Page 64
收藏