DESC:THEFT PROTECTION SYSTEM FOR AN ELECTRIC VEHICLE
CROSS REFERENCE TO RELATED APPLICTIONS
The present application claims priority from Indian Provisional Patent Application No. 202421021043 filed on 19/03/2024, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
The present disclosure generally relates to vehicle security systems. Further, the present disclosure particularly relates to a theft protection system for an electric vehicle.
BACKGROUND
Urbanization has led to a significant increase in vehicular density, particularly in urban areas where electric vehicles have become a preferred mode of transportation. Growing concerns regarding environmental sustainability and energy conservation have contributed to the widespread adoption of electric vehicles. Government policies promoting sustainable mobility, coupled with enhancements in battery technology and charging infrastructure, have further accelerated the shift. Increased reliance on electric vehicles in both personal and commercial sectors has introduced challenges related to vehicle security, particularly in urban environments where incidents of vehicle theft have been on the rise.
Electric vehicle theft has become a growing concern due to the transition from mechanical ignition systems to electronic control systems. Unauthorized access methods have evolved, making traditional security measures less effective. Theft techniques involving signal relay attacks, key fob cloning, and onboard diagnostic port manipulation have allowed unauthorized users to bypass existing security features. Unlike conventional vehicles that rely on mechanical locking mechanisms, electric vehicles incorporate electronic authentication and remote access systems, which remain vulnerable to cyber-based threats.
Various anti-theft measures have been employed to prevent unauthorized vehicle access. One commonly used approach involves geofencing, where a virtual perimeter is established for an electric vehicle. Upon detection of movement beyond a predefined boundary, an alert is generated. Some geofencing systems integrate remote immobilization mechanisms, restricting movement of the electric vehicle upon unauthorized access. However, geofencing primarily serves as a tracking tool rather than an immediate deterrent, as real-time immobilization is often dependent on network connectivity and external control actions.
Authentication-based security mechanisms have also been implemented, including biometric access control, RFID-based locking systems, and encrypted mobile authentication. Such security measures incorporate multiple verification steps before allowing vehicle access. Despite multiple layers of authentication, vulnerabilities exist due to hacking techniques such as signal interception, relay attacks, and unauthorized duplication of access credentials. Cloud-based verification mechanisms introduce additional risks associated with potential breaches of centralized authentication databases.
Mechanical locking systems within electric vehicle charging interfaces have been introduced to prevent unauthorized removal of charging cables. Such locking systems serve primarily as a safety measure rather than a theft deterrent. Immobilization-based security measures, including wheel locks and steering column locks, provide physical restriction of vehicle movement. However, such methods often require manual activation and are not always effective in preventing electronic bypass techniques used in modern vehicle theft.
Given the limitations of conventional anti-theft mechanisms, an improved theft protection system is required to prevent unauthorized use of an electric vehicle. Security measures incorporating identification of charging status, theft detection, and automated immobilization mechanisms can address gaps present in existing security approaches.
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SUMMARY
The aim of the present disclosure is to provide a theft protection system for an electric vehicle that prevents unauthorized access, immobilizes the electric vehicle, alerts security, restricts movement, and enables remote-controlled recovery.
The present disclosure relates to a theft protection system for an electric vehicle. An identification unit determines whether the electric vehicle is operatively coupled to an electric vehicle charger. A theft identification unit determines whether the electric vehicle is in a stolen state. A locking unit immobilizes the electric vehicle upon determination that the electric vehicle is in the stolen state. Further, an identification of charging status enables verification of unauthorized access to the electric vehicle. Moreover, an immobilization of the electric vehicle prevents unauthorized movement of the electric vehicle.
Further, a lock instruction unit transmits a signal to the electric vehicle to deactivate a relay to disconnect a battery from a driving power source. The lock instruction unit maintains a charging cable connection to the electric vehicle. Further, a disconnection of the battery from the driving power source prevents unauthorized operation of the electric vehicle. Moreover, a retention of the charging cable connection restricts removal of the electric vehicle from a charging station.
Further, a report instruction unit transmits a notification to a computing machine associated with a security team. The notification comprises the determined stolen state of the electric vehicle and a current location of the electric vehicle. Further, an automatic notification of the stolen state enables real-time reporting of unauthorized access to a security team. Moreover, an inclusion of the current location of the electric vehicle facilitates tracking of the stolen electric vehicle.
Further, an occupant prevention unit prevents entry of occupants into the electric vehicle based on the determined stolen state. Further, a prevention of entry into the electric vehicle reduces unauthorized access to the electric vehicle interior. Moreover, an implementation of such a prevention mechanism enhances security measures against unauthorized operation of the electric vehicle.
Further, a battery discharge unit discharges the battery of the electric vehicle upon activation of the locking unit. Further, a controlled discharge of the battery reduces the operational capability of the electric vehicle. Moreover, a depletion of stored electrical energy prevents unauthorized users from utilizing the electric vehicle for extended periods.
Further, a confirmation instruction unit transmits a request to a computing device via a communication network based on a mobilization status of the electric vehicle. An answer acquisition unit receives a response from a user either approving or rejecting an immobilization operation. The answer acquisition unit transmits the received response to the locking unit. Further, an external authorization of the immobilization operation provides an additional layer of theft prevention. Moreover, a validation of the immobilization request enhances security control over the electric vehicle.
Further, the locking unit prevents execution of the immobilization operation based on the response received by the answer acquisition unit. Further, a prevention of unintended immobilization enhances operational reliability of the electric vehicle security system. Moreover, a verification of the response enables user-controlled authorization of the locking mechanism.
Further, a vehicle illumination control unit flashes external lights of the electric vehicle in a predefined pattern based on the determined stolen state. Further, a visual indication of theft detection provides an immediate security alert. Moreover, a flashing pattern enhances awareness regarding the unauthorized access to the electric vehicle.
Further, a speed regulation unit limits a maximum speed of the electric vehicle based on the determined stolen state. Further, a restriction of vehicle speed prevents high-speed operation of a stolen electric vehicle. Moreover, a controlled limitation of speed assists in recovery measures of the electric vehicle.
In another aspect, the present disclosure provides a method to protect an electric vehicle from theft. An identification unit determines whether the electric vehicle is operatively coupled to an electric vehicle charger. A theft identification unit determines whether the electric vehicle is in a stolen state. A locking unit immobilizes the electric vehicle upon determining that the electric vehicle is in the stolen state. Further, an automated detection of theft enables an effective response against unauthorized use of the electric vehicle. Moreover, an immobilization of the electric vehicle restricts unauthorized movement of the electric vehicle.
Further, the locking unit locks the electric vehicle upon absence of a response within a predetermined time period. Further, an automatic activation of the locking mechanism prevents unauthorized users from bypassing security features. Moreover, a predefined time limit for response enhances security control over the electric vehicle.
Further, a lock instruction unit disables driving operations of the electric vehicle upon the locking unit immobilizing the electric vehicle. Further, a deactivation of driving capability restricts unauthorized operation of the electric vehicle. Moreover, a prevention of vehicle movement enhances theft deterrence measures.
Further, an electric vehicle charger comprises an emergency stop button to release a fixing mechanism prior to charging completion, provided the theft identification unit determines that the electric vehicle is not in the stolen state. Further, a safety release of the fixing mechanism prevents inconvenience to authorized users. Moreover, an override mechanism enables controlled access to the charging process.
Further, the theft protection system instructs the electric vehicle to autonomously drive to a security agency upon the locking unit immobilizing the electric vehicle and the electric vehicle being capable of autonomous driving. Further, an automated response facilitates immediate recovery of the electric vehicle. Moreover, an autonomous navigation to a security agency enhances theft prevention measures.
Further, remote authorization enables unlocking of the electric vehicle upon verification of authorized credentials. Further, an authentication of access credentials restricts unlocking of the electric vehicle to authorized users. Moreover, a remote validation of access permissions enhances security control over the electric vehicle.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
FIG. 1 illustrates a theft protection system (100) for an electric vehicle (102), in accordance with the embodiments of the present disclosure.
FIG. 2 illustrates a method 200 to protect an electric vehicle (102) from theft, in accordance with the embodiments of the present disclosure.
FIG. 3 illustrates a state diagram for a theft protection system (100) in accordance with the embodiments of the present disclosure.
FIG. 4 illustrates a sequence flow diagram for a theft protection system (100) in accordance with the embodiments of the present disclosure.

In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognise that other embodiments for carrying out or practising the present disclosure are also possible.
The description set forth below in connection with the appended drawings is intended as a description of certain embodiments of a theft protection system for an electric vehicle and is not intended to represent the only forms that may be developed or utilised. The description sets forth the various structures and/or functions in connection with the illustrated embodiments; however, it is to be understood that the disclosed embodiments are merely exemplary of the disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimised to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings, and which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
The present disclosure will be described herein below with reference to the accompanying drawings. In the following description, well known functions or constructions are not described in detail since they would obscure the description with unnecessary detail.
As used herein, the term "theft protection system" refers to a security mechanism applied to an electric vehicle for preventing unauthorized access and operation. Such a theft protection system incorporates multiple security layers that collectively contribute to theft deterrence and recovery of an electric vehicle. Theft protection mechanisms may comprise electronic immobilization, real-time location tracking, and remote access control. Electronic immobilization involves the use of control devices that restrict vehicle movement by interrupting power supply or disabling driving components. Such an immobilization may be achieved by deactivating a relay, disconnecting a battery from a power source, or electronically preventing actuation of driving functions.
As used herein, the term "electric vehicle" refers to a motorized vehicle powered by an electric propulsion system, utilizing energy stored in rechargeable batteries or other energy storage devices. Such an electric vehicle may comprise various categories such as battery electric vehicles, plug-in hybrid electric vehicles, or fuel cell electric vehicles. Battery electric vehicles operate exclusively on electrical energy supplied by rechargeable batteries, while plug-in hybrid electric vehicles combine an electric power source with an internal combustion engine. Fuel cell electric vehicles generate electricity through an electrochemical reaction using hydrogen fuel cells. An electric vehicle incorporates essential components such as an electric motor, power electronics, an energy management system, and a charging interface for energy replenishment. Energy regeneration mechanisms, including regenerative braking, may be implemented to recover energy during deceleration. The charging process for an electric vehicle is facilitated through conductive or inductive charging systems, which may operate using alternating current or direct current power sources. Electric vehicle operation is governed by electronic control units that regulate power distribution, battery management, and vehicle dynamics.
As used herein, the term "identification unit" refers to a component within a theft protection system that determines specific operational conditions of an electric vehicle. Such an identification unit processes data to verify whether an electric vehicle is operatively coupled to an electric vehicle charger. Identification mechanisms within such an identification unit may comprise current sensors, voltage sensors, or communication modules that interface with a charging station. A current sensor measures the electrical current flow between an electric vehicle and a charger to determine whether charging is actively occurring. A voltage sensor detects the voltage level at the charging interface to confirm electrical connectivity. Communication modules facilitate data exchange between an electric vehicle and a charging infrastructure using wired or wireless communication protocols, such as Controller Area Network communication or Internet of Things-enabled interfaces.
As used herein, the term "electric vehicle charger" refers to a power supply device to transfer electrical energy to an electric vehicle for battery recharging. Such an electric vehicle charger may be installed in residential, commercial, or public locations to facilitate electric vehicle charging. Electric vehicle chargers operate using alternating current or direct current power sources and vary in charging speed based on power output capacity. Level 1 chargers provide slow charging using a standard household outlet, Level 2 chargers utilize higher voltage for faster charging, and Level 3 chargers, also known as direct current fast chargers, enable rapid battery replenishment. Charging may be conducted through conductive charging using wired connectors or inductive charging using wireless energy transfer. Charging interfaces adhere to standardized connectors such as Type 1, Type 2, CHAdeMO, Combined Charging System, or Tesla Supercharger. Electric vehicle chargers may incorporate authentication features, such as radio-frequency identification or mobile application-based authorization, to verify user credentials before initiating a charging session.
As used herein, the term "theft identification unit" refers to a component within a theft protection system that determines whether an electric vehicle is in a stolen state. Such a theft identification unit utilizes various detection methods, including geofencing, acceleration pattern analysis, and authentication verification, to assess unauthorized vehicle usage. Geofencing involves defining a virtual boundary, and upon the electric vehicle exiting such a boundary without authorization, an alert is generated. Acceleration pattern analysis examines sudden accelerations, erratic movements, or deviations from standard driving patterns to identify potential theft scenarios. Authentication verification assures that a valid access credential, such as a registered key fob, biometric input, or mobile authentication, has been provided before vehicle operation.
As used herein, the term "locking unit" refers to a component within a theft protection system that prevents unauthorized movement of an electric vehicle by executing immobilization measures. Such a locking unit restricts operation of an electric vehicle upon detection of a stolen state. Immobilization may be achieved through various mechanisms, including relay deactivation, battery disconnection, or electronic drive control inhibition. Relay deactivation interrupts power transmission to vehicle systems, preventing propulsion. Battery disconnection isolates the energy source, rendering an electric vehicle inoperable. Electronic drive control inhibition restricts control signals from reaching the motor controller, preventing acceleration. A locking unit may integrate redundant security measures, such as wheel locking mechanisms or steering column restraints, to physically prevent movement. The locking unit may receive activation signals from a theft identification unit or external authorization sources.
As used herein, the term "lock instruction unit" refers to a component responsible for generating and transmitting control signals to an electric vehicle for implementing immobilization measures. Such a lock instruction unit communicates with various vehicle subsystems, including power distribution units, battery management systems, and electronic control units, to enforce security commands. Transmission of control signals may be executed through wired communication protocols such as Controller Area Network (CAN) bus or wireless interfaces such as Bluetooth Low Energy (BLE) or Long-Term Evolution (LTE). Upon activation, the lock instruction unit issues commands to deactivate a relay, thereby interrupting power flow from a battery to a driving power source. Additionally, the lock instruction unit may issue control signals to maintain a charging cable connection, preventing unauthorized removal of an electric vehicle from a charging station.
As used herein, the term "report instruction unit" refers to a component responsible for transmitting security-related notifications regarding an electric vehicle to a computing machine associated with a security team. Such a report instruction unit continuously monitors parameters related to vehicle security, including geolocation data, ignition status, and unauthorized access attempts. Upon detection of a stolen state, the report instruction unit compiles relevant information and generates a notification containing theft detection details. Notifications transmitted by the report instruction unit may comprise data such as the current location of vehicle, movement patterns, and timestamps of unauthorized access attempts. Transmission of notifications may be executed through wireless communication technologies, including cellular networks, satellite-based messaging systems, or encrypted data channels. The report instruction unit may operate independently or in conjunction with external vehicle monitoring systems, such as law enforcement databases, security agency platforms, or fleet management networks.
As used herein, the term "occupant prevention unit" refers to a security mechanism responsible for preventing unauthorized occupants from entering an electric vehicle when a stolen state is determined. Such an occupant prevention unit enforces security measures such as automatic door locking, biometric authentication rejection, or access denial via electronic key fobs. Automatic door locking mechanisms engage electromagnetic locks or motorized actuators to restrict physical access to the electric vehicle. Biometric authentication rejection prevents activation of user authentication systems, including fingerprint scanners, facial recognition modules, or voice recognition interfaces, thereby denying entry to unauthorized users. Access denial via electronic key fobs disables wireless unlocking mechanisms, preventing unauthorized individuals from using relay attack techniques or cloned key signals to gain entry. The occupant prevention unit may operate in conjunction with a theft identification unit, dynamically responding to unauthorized access attempts by activating additional security measures such as vehicle alarms, flashing external lights, or triggering real-time alerts to a remote security team.
As used herein, the term "battery discharge unit" refers to a component responsible for reducing the charge level of an electric vehicle battery upon activation of immobilization measures. Such a battery discharge unit interacts with the power management system of vehicle to regulate controlled energy dissipation. Battery discharge may be achieved through methods such as resistive load dissipation, regenerative braking engagement, or controlled power redirection to auxiliary electrical loads. Resistive load dissipation involves transferring stored electrical energy to a dedicated resistor bank, converting excess charge into heat. Regenerative braking engagement redirects battery energy to braking systems, gradually reducing the charge level without affecting vehicle stability. Controlled power redirection supplies energy to non-essential vehicle subsystems, depleting available charge levels in a structured manner. The battery discharge unit may activate automatically upon confirmation of a stolen state, preventing unauthorized users from operating an electric vehicle for extended durations.
As used herein, the term "confirmation instruction unit" refers to a security component responsible for transmitting authorization requests related to immobilization operations of an electric vehicle. Such a confirmation instruction unit generates and sends verification requests to a computing device via a communication network, requiring external authorization before execution of security measures. The confirmation instruction unit may operate using authentication-based request mechanisms, assuring that only authorized personnel can approve or reject an immobilization operation. Transmission of authorization requests may be executed through secure communication protocols, including encrypted cellular networks, Internet of Things-based cloud services, or dedicated vehicular control systems. The confirmation instruction unit functions in coordination with an answer acquisition unit, which receives responses from an external entity regarding approval or rejection of the immobilization request.
As used herein, the term "answer acquisition unit" refers to a security mechanism responsible for receiving and processing external responses regarding authorization of immobilization commands. Such an answer acquisition unit interfaces with a communication network to obtain verification inputs from an authorized user or security entity. Responses received by the answer acquisition unit may comprise approval or rejection of an immobilization operation, transmitted via encrypted messaging protocols, secure mobile applications, or dedicated authentication servers. The answer acquisition unit functions in conjunction with a confirmation instruction unit, making sure that immobilization measures are executed only when an authorized response is received. In cases where no response is received within a predefined time limit, the answer acquisition unit may trigger default immobilization protocols, preventing unauthorized operation of the electric vehicle.
As used herein, the term "vehicle illumination control unit" refers to a security mechanism that manages activation of external lighting systems based on theft detection parameters. Such a vehicle illumination control unit modulates the flashing pattern of external vehicle lights to indicate unauthorized access or theft detection. Flashing patterns may comprise predefined sequences such as alternating high-intensity pulses, synchronized hazard light activation, or continuous illumination cycles. The vehicle illumination control unit operates in conjunction with a theft identification unit, affirming immediate activation of visual alerts upon confirmation of a stolen state.
As used herein, the term "speed regulation unit" refers to a component responsible for limiting the maximum speed of an electric vehicle upon detection of a stolen state. Such a speed regulation unit interacts with vehicle propulsion control systems, dynamically adjusting throttle input, motor output, or electronic transmission parameters to impose speed restrictions. Speed regulation may be enforced through electronic control unit overrides, regenerative braking engagement, or real-time adjustment of torque delivery. Electronic control unit overrides modify control signals governing power output, reducing acceleration capabilities. Regenerative braking engagement introduces controlled resistance to deceleration forces, making sure that unauthorized acceleration is restricted. Real-time adjustment of torque delivery modulates motor performance, preventing excessive speed buildup. The speed regulation unit may function autonomously or in coordination with external tracking systems, dynamically adjusting speed limits based on geofencing data or law enforcement directives.
FIG. 1 illustrates a theft protection system (100) for an electric vehicle (102), in accordance with the embodiments of the present disclosure. The theft protection system (100) comprises an identification unit (104) that determines whether the electric vehicle (102) is operatively coupled to an electric vehicle charger (106). The identification unit (104) may operate by detecting electrical signals, monitoring physical connections, or utilizing data exchange mechanisms to establish a connection status between the electric vehicle (102) and the electric vehicle charger (106). Electrical signal detection may involve measuring voltage, current, or power transfer characteristics to verify an active charging session. Physical connection monitoring may comprise the use of proximity sensors, mechanical latching detection, or conductive interface verification to determine whether the charging connector is securely engaged with the charging port of the electric vehicle (102). Data exchange mechanisms may comprise communication protocols such as Controller Area Network (CAN), Power Line Communication (PLC), or wireless data transmission to authenticate a charging event. The identification unit (104) may function as an integrated component within the electric vehicle (102) or may operate in conjunction with external systems, such as charging infrastructure controllers, to validate the charging status. The identification unit (104) may also assess whether charging is actively in progress, completed, or interrupted based on variations in power transfer parameters. Detection of unauthorized removal of the charging cable may trigger further security mechanisms within the theft protection system (100). The identification unit (104) may transmit charging status data to other components of the theft protection system (100) to facilitate automated security responses. In certain configurations, the identification unit (104) may integrate tamper detection measures, such as monitoring abrupt disconnections or unauthorized attempts to bypass charging authentication procedures. The identification unit (104) may continuously or periodically analyze connection status and may update security parameters based on real-time charging activity. The identification unit (104) may store historical charging data and compare past charging patterns to identify anomalies indicative of unauthorized vehicle usage.
In an embodiment, the theft protection system (100) further comprises a theft identification unit (108) that determines whether the electric vehicle (102) is in a stolen state. The theft identification unit (108) may operate by analyzing vehicle status parameters, monitoring unauthorized access attempts, or detecting deviations from expected operating conditions. Vehicle status parameters may comprise geolocation data, ignition status, entry authentication attempts, and movement detection through onboard sensors. The theft identification unit (108) may compare real-time geolocation data against predefined geographic boundaries to determine whether the electric vehicle (102) has moved beyond an authorized area. Unauthorized access attempts may be detected based on unsuccessful authentication inputs, physical tampering of vehicle entry points, or unauthorized key fob signal interception. Movement detection may involve the use of accelerometers, gyroscopic sensors, or wheel rotation monitoring to identify unexpected motion patterns. The theft identification unit (108) may receive security alerts from external monitoring systems, including centralized vehicle tracking networks or law enforcement databases, to confirm theft-related incidents. Upon determination that the electric vehicle (102) is in a stolen state, the theft identification unit (108) may initiate security countermeasures, including communication with remote security authorities, activation of tracking systems, or execution of immobilization commands. The theft identification unit (108) may function in coordination with external computing devices, such as cloud-based security platforms or fleet management servers, to validate theft conditions. The theft identification unit (108) may comprise multiple security thresholds for determining a stolen state, assuring that false alarms or erroneous security triggers are minimized. The theft identification unit (108) may log security events and provide historical records of access attempts, movement anomalies, and authentication failures for forensic analysis.
In an embodiment, the theft protection system (100) further comprises a locking unit (110) that immobilizes the electric vehicle (102) upon the theft identification unit (108) determining that the electric vehicle (102) is in a stolen state. The locking unit (110) may implement immobilization measures through electronic, mechanical, or hybrid security mechanisms. Electronic immobilization may involve deactivating a relay, disconnecting a battery from a driving power source, or inhibiting motor controller operations to prevent propulsion. Mechanical immobilization may comprise engagement of wheel locks, steering column restraints, or brake locking actuators to physically prevent movement of the electric vehicle (102). Hybrid immobilization mechanisms may integrate electronic and mechanical security features to provide multi-layered vehicle protection. The locking unit (110) may receive control signals from the theft identification unit (108) or external security entities to execute immobilization commands. The locking unit (110) may operate in conjunction with a remote security network, allowing authorized personnel to initiate or revoke immobilization commands through encrypted communication channels. The locking unit (110) may integrate fail-safe mechanisms to prevent unintended immobilization during authorized vehicle usage. Activation of the locking unit (110) may trigger additional security responses, such as alert transmissions to security personnel, activation of visual or audible deterrents, or restriction of key fob re-authentication attempts. The locking unit (110) may remain engaged until an authorized security override is provided through a validated authentication process. The locking unit (110) may store event logs related to immobilization triggers, activation timestamps, and security command history for analysis by security personnel.
In an embodiment, the theft protection system (100) may comprise a lock instruction unit that transmits a signal to an electric vehicle (102) to deactivate a relay, thereby disconnecting a battery from a driving power source. Such a lock instruction unit may interface with power distribution system of an electric vehicle (102) to interrupt electrical continuity between the battery and propulsion components. Transmission of the signal may be executed through wired or wireless communication channels, including Controller Area Network (CAN) bus or radio frequency control. The lock instruction unit may initiate relay deactivation upon receiving a theft detection confirmation from a theft identification unit (108) or upon receiving a remote immobilization command from an external computing device. Additionally, the lock instruction unit may issue commands to maintain a charging cable connection to the electric vehicle (102), preventing unauthorized removal from a charging station.
In an embodiment, the theft protection system (100) may comprise a report instruction unit that transmits a notification to a computing machine associated with a security team. Such a notification comprises data indicating a determined stolen state of an electric vehicle (102) along with a current location of the electric vehicle (102). The report instruction unit may obtain theft-related information from a theft identification unit (108), which analyzes parameters such as unauthorized access attempts, vehicle movement anomalies, or geofencing breaches. The report instruction unit may retrieve location data from a positioning system integrated within the electric vehicle (102), such as a Global Positioning System (GPS), Global Navigation Satellite System (GLONASS), or cellular network triangulation. Transmission of the notification may occur through secure communication networks, including encrypted mobile networks, satellite-based messaging services, or cloud-based data exchange. The report instruction unit may initiate repeated transmission intervals until acknowledgment is received from an external security entity.
In an embodiment, the theft protection system (100) may comprise an occupant prevention unit that prevents entry of occupants into an electric vehicle (102) based on a determined stolen state. Such an occupant prevention unit may operate by engaging vehicle access control mechanisms, including automatic door locking, keyless entry denial, and biometric authentication deactivation. Automatic door locking may be implemented through electromechanical actuators that engage the vehicle locking system, restricting manual unlocking attempts. Keyless entry denial may involve disabling radio frequency identification (RFID)-based key fob signals, preventing unauthorized remote unlocking. Biometric authentication deactivation may prevent unauthorized individuals from using fingerprint recognition, facial recognition, or voice authentication to gain entry. The occupant prevention unit may receive a theft detection signal from a theft identification unit (108) and automatically engage security measures to block access. The occupant prevention unit may function in conjunction with vehicle monitoring systems to detect unauthorized break-in attempts, triggering alarm responses upon forced entry attempts.
In an embodiment, the theft protection system (100) may comprise a battery discharge unit that discharges a battery of an electric vehicle (102) upon activation of a locking unit (110). Such a battery discharge unit may operate by redirecting stored electrical energy from the battery to non-essential vehicle subsystems or dissipating excess charge through controlled resistive loads. Battery discharge may be executed through power electronics that regulate energy transfer, making sure that a controlled discharge process occurs without causing abrupt system failures. The battery discharge unit may engage upon theft detection confirmation from a theft identification unit (108) or upon remote command execution from an external computing device. The battery discharge unit may interface with an energy management system to monitor discharge levels and prevent excessive depletion that could compromise battery longevity. The discharge process may continue until a predefined battery level is reached, restricting prolonged operation of the electric vehicle (102) in a stolen state.
In an embodiment, the theft protection system (100) may comprise a confirmation instruction unit that transmits a request to a computing device via a communication network based on a mobilization status of an electric vehicle (102). An answer acquisition unit receives a response from a user either approving or rejecting an immobilization operation and transmits the received response to a locking unit (110). The confirmation instruction unit may analyze real-time vehicle status parameters, including location, ignition activity, and motion data, to determine whether authorization for immobilization is required. The request transmitted to the computing device may contain information regarding the detected theft event, allowing an authorized user or security personnel to validate the immobilization action. The answer acquisition unit may process the received response using secure authentication protocols, affirming that authorization is received from a legitimate source before transmitting immobilization commands to the locking unit (110).
In an embodiment, the theft protection system (100) may comprise a locking unit (110) that prevents execution of the immobilization operation based on the response received by the answer acquisition unit. The answer acquisition unit receives an approval or rejection input from an authorized entity regarding the immobilization of the electric vehicle (102). Upon receiving a rejection response, the locking unit (110) refrains from activating immobilization measures. The answer acquisition unit communicates the response to the locking unit (110) through a wired or wireless communication network, including Controller Area Network (CAN) communication, short-range radio frequency communication, or encrypted cloud-based transmission. The locking unit (110) may incorporate verification mechanisms to authenticate the received response before preventing execution of the immobilization operation. The locking unit (110) may log response data and associated timestamps for security monitoring and audit purposes. The locking unit (110) remains inactive unless an authorization for immobilization is received.
In an embodiment, the theft protection system (100) may further comprise a vehicle illumination control unit that flashes external lights of the electric vehicle (102) in a predefined pattern based on the determined stolen state. The vehicle illumination control unit activates external lighting elements, including headlights, taillights, turn signal indicators, or hazard lights, to generate a distinct flashing pattern that serves as a visual alert. The flashing pattern may be a periodic pulse, alternating sequence, or continuous illumination based on predefined theft detection conditions. The vehicle illumination control unit receives activation signals from the theft identification unit (108) upon determining that the electric vehicle (102) is in a stolen state. The vehicle illumination control unit may integrate with a central lighting control system to regulate light intensity, duration, and flashing frequency. The predefined pattern may be customized to align with security protocols recognized by law enforcement authorities or vehicle monitoring agencies. The vehicle illumination control unit may operate independently or in conjunction with additional deterrent mechanisms such as audible alarms or remote notifications.
In an embodiment, the theft protection system (100) may further comprise a speed regulation unit that limits a maximum speed of the electric vehicle (102) based on the determined stolen state. The speed regulation unit interacts with vehicle control systems to impose a speed restriction, preventing high-speed operation of the electric vehicle (102) when unauthorized usage is detected. The speed regulation unit communicates with an electronic control unit governing throttle input, torque output, or transmission settings to regulate speed dynamically. Speed limitation may be enforced through motor power reduction, regenerative braking engagement, or modified acceleration parameters. The theft identification unit (108) transmits a control signal to the speed regulation unit upon confirming a stolen state, instructing the system to implement predefined speed restrictions. The speed regulation unit may adjust the speed cap based on contextual parameters such as road conditions, geofenced locations, or external security inputs. The speed regulation unit remains active until authorized deactivation is received.
FIG. 2 illustrates a method 200 to protect an electric vehicle (102) from theft, in accordance with the embodiments of the present disclosure. At step 202, an identification unit (104) determines whether the electric vehicle (102) is operatively coupled to an electric vehicle charger (106). The identification unit (104) analyzes electrical parameters, physical connections, or data exchange between the electric vehicle (102) and the electric vehicle charger (106). Electrical parameters may comprise voltage levels, current flow, or power transfer status detected through integrated monitoring circuits. Physical connection verification may involve proximity sensors, latch detection mechanisms, or conductive interface monitoring to confirm engagement of a charging cable. Data exchange methods may comprise Controller Area Network (CAN) communication, Power Line Communication (PLC), or wireless authentication to verify charging status. The identification unit (104) may continuously or periodically assess charging connectivity and log historical data for comparison. Detection of an established charging connection may indicate authorized use, while abrupt disconnection or absence of charging activity may indicate unauthorized removal or an attempt to bypass security measures.
At step 204, a theft identification unit (108) determines whether the electric vehicle (102) is in a stolen state. The theft identification unit (108) analyzes vehicle security parameters, including unauthorized access attempts, unexpected movement, or deviation from predefined location boundaries. Unauthorized access attempts may comprise failed authentication inputs, physical tampering of entry mechanisms, or key fob signal interception. Unexpected movement may be detected using onboard accelerometers, gyroscopic sensors, or wheel rotation monitoring to identify abnormal driving behavior. Predefined location boundaries may be enforced using geofencing, where global navigation satellite system (GNSS) tracking monitors whether the electric vehicle (102) has moved beyond an authorized area. The theft identification unit (108) may receive security alerts from external monitoring systems or centralized tracking networks. The theft identification unit (108) determines a stolen state based on predefined security thresholds, assuring that only unauthorized activities trigger theft prevention measures.
At step 206, a locking unit (110) immobilizes the electric vehicle (102) upon determining that the electric vehicle (102) is in a stolen state. The locking unit (110) executes immobilization measures by restricting propulsion, disabling vehicle components, or engaging mechanical restraints. Propulsion restriction may involve deactivating a relay, disconnecting a battery from a driving power source, or inhibiting power delivery to an electric motor. Disabling vehicle components may comprise restricting throttle input, preventing ignition activation, or disabling motor controller operations. Mechanical restraints may comprise activation of wheel locks, steering column locks, or brake locking mechanisms to physically prevent movement. The locking unit (110) may receive control signals from the theft identification unit (108) or external security entities to initiate immobilization. The locking unit (110) may remain engaged until an authorized override command is received through a validated authentication process, making sure that only legitimate users can restore vehicle operation.
In an embodiment, the locking unit (110) may lock the electric vehicle (102) upon absence of a response within a predetermined time period. The locking unit (110) receives an immobilization request and transmits a confirmation request to an external computing device for authorization. If no response is received within the predetermined time period, the locking unit (110) automatically activates immobilization procedures. The predetermined time period may be dynamically adjusted based on security conditions, such as geolocation data, unauthorized access attempts, or failed authentication inputs. The locking unit (110) may initiate immobilization by disengaging a relay, disabling the motor controller, or triggering an electronic brake lock. The locking unit (110) may operate in coordination with other vehicle security components, including geofencing systems or biometric authentication units, to determine whether automatic immobilization is required. Upon activation, the locking unit (110) may generate an alert and transmit security notifications to a monitoring authority for further verification.
In an embodiment, the lock instruction unit may disable driving operations of the electric vehicle (102) upon the locking unit (110) immobilizing the electric vehicle (102). The lock instruction unit transmits a control signal to disable motor actuation, preventing acceleration or movement of the electric vehicle (102). Such disabling may be executed by restricting throttle input, interrupting power flow to the propulsion system, or engaging an electronic braking mechanism. The lock instruction unit may receive activation signals from the theft identification unit (108), affirming that driving operations are disabled only upon confirmation of unauthorized access or theft detection. The lock instruction unit may integrate with electronic control units responsible for managing vehicle motion. The lock instruction unit may operate autonomously or in conjunction with remote monitoring systems, enabling external entities to verify immobilization status. The lock instruction unit may also log events related to activation, response time, and security status updates.
In an embodiment, the electric vehicle charger (106) may comprise an emergency stop button that releases a fixing mechanism prior to charging completion, provided the theft identification unit (108) determines that the electric vehicle (102) is not in a stolen state. The emergency stop button may be integrated into the charging station or the electric vehicle (102) to allow controlled disengagement from the charging process. Activation of the emergency stop button disengages the fixing mechanism, allowing manual removal of the charging connector. The fixing mechanism may comprise mechanical latches, electromagnetic locks, or retractable clamps that secure the charging cable to the electric vehicle (102) during charging. The emergency stop button prevents unnecessary restrictions on vehicle access in non-theft scenarios while assuring that the fixing mechanism remains engaged when a stolen state is detected. The emergency stop button may incorporate safety measures such as a delay timer, requiring authentication before disengagement, or a secondary confirmation mechanism to prevent unintended activation.
In an embodiment, the theft protection system (100) may instruct the electric vehicle (102) to autonomously drive to a security agency upon the locking unit (110) immobilizing the electric vehicle (102) and the electric vehicle (102) being capable of autonomous driving. The theft protection system (100) verifies autonomous driving capability by assessing operational parameters, including battery charge level, sensor functionality, and connectivity with navigation systems. Upon confirmation of theft detection, the theft protection system (100) transmits an instruction to the autonomous navigation system to generate a route to a predefined security agency location. The electric vehicle (102) may follow pathways or geofencing-based restrictions to assure controlled movement toward the security agency. Navigation control may be executed using onboard sensors, GPS-based location tracking, or remote supervision from a monitoring center. The theft protection system (100) may adjust speed limits and driving parameters to comply with safety regulations while enroute. The theft protection system (100) may also transmit vehicle location updates and status reports to security personnel.
In an embodiment, remote authorization for unlocking the electric vehicle (102) may be enabled upon verification of authorized credentials. The theft protection system (100) authenticates user credentials using authentication mechanisms such as biometric verification, encrypted passcodes, or remote authentication tokens. Verification of authorized credentials may involve comparison with stored authentication records, making sure that only permitted users can initiate the unlocking process. Remote authorization may be granted through a secure mobile application, cloud-based authentication server, or direct communication between the electric vehicle (102) and a computing device. The unlocking process may involve transmission of an encrypted command to deactivate immobilization measures, re-enable driving operations, or restore normal access control functions. The theft protection system (100) may impose additional security conditions, including multi-factor authentication, before allowing the unlocking process. The authentication process may incorporate time-limited access credentials, making sure that unlocking permissions expire after a predefined duration to prevent unauthorized reuse.
FIG. 3 illustrates a state diagram for a theft protection system (100) in accordance with the embodiments of the present disclosure. The vehicle (similar to the electric vehicle (102) of FIG. 1) remains in an idle state when stationary. Upon connecting to a charger (similar to the electric vehicle charger (106) of FIG. 1), the vehicle transitions to a charging state. Once charging is complete, the vehicle returns to the idle state. If the vehicle starts moving, the state changes to in-motion. If the vehicle stops moving, the state transitions back to the idle state. If theft is detected while the vehicle is in motion, the state transitions to a stolen state. Upon confirmation of unauthorized usage, the vehicle enters an immobilized state, preventing further movement. The immobilized state transitions to a locked state, enabling restricted access. If the vehicle is recovered and unlocked, the state transitions back to the idle state. The state transitions occur based on charging activity, movement detection, theft identification, immobilization triggers, and recovery conditions associated with the vehicle.
FIG. 4 illustrates a sequence flow diagram for a theft protection system (100) in accordance with the embodiments of the present disclosure. The electric vehicle (102) initiates a check to determine whether a connection to the electric vehicle charger (106) is established. The identification unit (104) verifies the charging status by communicating with the electric vehicle charger (106). Upon confirmation of the charging status, the identification unit (104) transmits the verification data to the theft identification unit (108). The theft identification unit (108) determines whether the electric vehicle (102) is in a stolen state by analyzing security parameters, including location data, unauthorized access attempts, or movement patterns. If theft is detected, the theft identification unit (108) transmits a command to the locking unit (110) to immobilize the electric vehicle (102). The locking unit (110) executes immobilization measures, which may comprise relay deactivation, battery disconnection, or electronic drive control inhibition, restricting further movement of the electric vehicle (102). The locking unit (110) updates the immobilization status and commu9nicates the locked state to the electric vehicle (102). Based on the immobilization status, access to the electric vehicle (102) is either granted or denied, making sure that only authorized users can regain control under verified conditions.
In an embodiment, identification unit (104) determines whether electric vehicle (102) is operatively coupled to electric vehicle charger (106), allowing theft protection system (100) to verify charging status. Identification of charging connection prevents unauthorized removal of electric vehicle (102) from a charging station by monitoring physical connectivity, electrical signal flow, or data exchange between electric vehicle charger (106) and electric vehicle (102). Detection of improper disconnection may trigger security mechanisms, preventing unauthorized access or movement. Verification of charging status also assists in theft assessment, as unexpected removal of electric vehicle (102) from a charger may indicate unauthorized use.
In an embodiment, theft identification unit (108) determines whether electric vehicle (102) is in a stolen state by analyzing geolocation data, ignition status, entry authentication attempts, or movement detection. Identification of unauthorized use allows theft protection system (100) to activate immobilization or alert mechanisms upon confirmation of theft conditions. Theft identification unit (108) may process external security inputs, including law enforcement alerts, fleet tracking data, or user-reported theft events, enabling accurate assessment of unauthorized access scenarios. Continuous monitoring of vehicle status parameters enables rapid detection and response to potential theft attempts.
In an embodiment, locking unit (110) immobilizes electric vehicle (102) upon theft identification unit (108) determining a stolen state, preventing unauthorized movement. Locking unit (110) may deactivate a relay, disconnect a battery, restrict throttle control, or engage mechanical locks such as wheel locks or steering column restraints. Immobilization prevents further unauthorized use and assists in recovery efforts. Locking unit (110) may integrate with remote security networks, allowing authorized entities to issue override commands or activate additional theft prevention measures based on security requirements.
In an embodiment, lock instruction unit transmits a signal to deactivate a relay, disconnecting a battery from a driving power source and maintaining a charging cable connection to electric vehicle (102). Disconnection of the battery disables propulsion, preventing unauthorized movement while maintaining charging cable connection restricts removal of electric vehicle (102) from an active charging session. Lock instruction unit may make sure that immobilization mechanisms remain engaged until authorized intervention is performed, enhancing security against theft attempts.
In an embodiment, report instruction unit transmits a notification to a computing machine associated with a security team, allowing theft incidents to be reported in real time. Notification comprises stolen state determination and current location of electric vehicle (102), providing essential data for tracking and recovery. Transmission of security alerts may be executed using encrypted communication channels, enabling secure delivery of theft-related notifications to law enforcement or authorized personnel.
In an embodiment, occupant prevention unit prevents entry of occupants into electric vehicle (102) based on the determined stolen state, restricting access to unauthorized users. Occupant prevention unit may engage door locking mechanisms, disable biometric authentication systems, or restrict key fob authorization attempts. Prevention of unauthorized entry reduces risk of unauthorized operation and secures electric vehicle (102) against further misuse.
In an embodiment, battery discharge unit discharges the battery of electric vehicle (102) upon activation of locking unit (110), reducing operational capacity. Controlled discharge prevents prolonged unauthorized usage by limiting energy availability for propulsion or auxiliary systems. Battery discharge may be executed using resistive loads, regenerative braking, or controlled energy dissipation through non-essential vehicle systems.
In an embodiment, confirmation instruction unit transmits a request to a computing device via a communication network based on a mobilization status of electric vehicle (102). Answer acquisition unit receives a response from a user either approving or rejecting an immobilization operation and transmits the received response to locking unit (110). Remote authorization prevents accidental activation of immobilization mechanisms while enabling controlled intervention in security-sensitive situations.
In an embodiment, locking unit (110) prevents execution of immobilization operation based on the response received by answer acquisition unit, allowing verification before restricting vehicle movement. User-controlled authorization makes sure immobilization commands are executed only under verified security conditions, preventing unintended activation during legitimate vehicle operations.
In an embodiment, vehicle illumination control unit flashes external lights of electric vehicle (102) in a predefined pattern based on the determined stolen state, providing a visual indicator of unauthorized access. Flashing lights serve as a deterrent and alert nearby individuals or authorities of a potential theft attempt.
In an embodiment, speed regulation unit limits a maximum speed of electric vehicle (102) based on the determined stolen state, preventing high-speed unauthorized operation. Speed limitation may be executed through electronic throttle restriction, motor torque control, or drivetrain disengagement, reducing the risk of theft-related incidents.
In an embodiment, locking unit (110) locks electric vehicle (102) upon absence of a response within a predetermined time period, enabling automatic security intervention when user verification is unavailable. Predefined time constraints prevent delays in theft response while maintaining security control over immobilization actions.
In an embodiment, lock instruction unit disables driving operations of electric vehicle (102) upon locking unit (110) immobilizing electric vehicle (102). Transmission of control signals prevents motor activation, acceleration, or gear engagement, making sure that electric vehicle (102) remains stationary after theft detection.
In an embodiment, electric vehicle charger (106) comprises an emergency stop button configured to release a fixing mechanism prior to charging completion, provided theft identification unit (108) determines that electric vehicle (102) is not in a stolen state. Emergency stop button allows controlled disengagement from charging stations under verified conditions, making sure security measures do not restrict authorized access.
In an embodiment, theft protection system (100) instructs electric vehicle (102) to autonomously drive to a security agency upon locking unit (110) immobilizing electric vehicle (102) and electric vehicle (102) being capable of autonomous driving. Autonomous relocation assists in theft recovery efforts, enabling secure transfer of electric vehicle (102) to law enforcement or specific safe zones.
In an embodiment, remote authorization for unlocking electric vehicle (102) is enabled upon verification of authorized credentials. Secure authentication processes validate user identity before granting access, ensuring that unlocking procedures are performed under authorized conditions.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combination of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non- exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
,CLAIMS:WE CLAIM:
1. A theft protection system (100) for an electric vehicle (102), the theft protection system (100) comprising:
an identification unit (104) configured to determine whether the electric vehicle (102) is operatively coupled to an electric vehicle charger (106);
a theft identification unit (108) configured to determine whether the electric vehicle (102) is in a stolen state; and
a locking unit (110) configured to immobilize the electric vehicle (102) upon the theft identification unit (108) determining that the electric vehicle (102) is in the stolen state.
2. The theft protection system (100) as claimed in claim 1, further comprising a lock instruction unit configured to:
transmit a signal to the electric vehicle (102) to:
deactivate a relay to disconnect a battery from a driving power source, and
maintain a charging cable connection to the electric vehicle (102).
3. The theft protection system (100) as claimed in claim 1, further comprising a report instruction unit configured to transmit a notification to a computing machine associated with a security team, wherein the notification comprises the determined stolen state of the electric vehicle (102) and a current location of the electric vehicle (102).
4. The theft protection system (100) as claimed in claim 1, further comprising an occupant prevention unit configured to prevent entry of occupants into the electric vehicle (102) based on the determined stolen state.
5. The theft protection system (100) as claimed in claim 1, further comprising a battery discharge unit configured to discharge the battery of the electric vehicle (102) upon activation of the locking unit (110).
6. The theft protection system (100) as claimed in claim 1, further comprising:
a confirmation instruction unit configured to transmit a request to a computing device via a communication network based on a mobilization status of the electric vehicle (102); and
an answer acquisition unit configured to:
receive a response from a user either approving or rejecting an immobilization operation; and
transmit the received response to the locking unit (110).
7. The theft protection system (100) as claimed in claim 6, wherein the locking unit (110) is configured to prevent execution of the immobilization operation based on the response received by the answer acquisition unit.
8. The theft protection system (100) as claimed in claim 1, further comprising a vehicle illumination control unit configured to flash external lights of the electric vehicle (102) in a predefined pattern based on the determined stolen state.
9. The theft protection system (100) as claimed in claim 1, further comprising a speed regulation unit configured to limit a maximum speed of the electric vehicle (102) based on the determined stolen state.
10. A method 200 to protect an electric vehicle (102) from theft, the method comprising:
determining, by an identification unit (104), whether the electric vehicle (102) is operatively coupled to an electric vehicle charger (106);
determining, by a theft identification unit (108), whether the electric vehicle (102) is in a stolen state; and
immobilizing, the electric vehicle (102), by a locking unit (110), upon determining the electric vehicle (102) is in the stolen state.
11. The method 200 as claimed in claim 10, wherein the locking unit (110) is configured to lock the electric vehicle upon absence of a response within a predetermined time period.
12. The method 200 as claimed in claim 10, wherein a lock instruction unit is configured to disable driving operations of the electric vehicle (102) upon the locking unit (110) immobilizing the electric vehicle (102).
13. The method 200 as claimed in claim 10, wherein the electric vehicle charger (106) comprises an emergency stop button configured to release a fixing mechanism prior to charging completion, provided the theft identification unit (108) determines that the electric vehicle (102) is not in the stolen state.
14. The method 200 as claimed in claim 10, wherein the theft protection system (100) is configured to instruct the electric vehicle (102) to autonomously drive to a security agency upon the locking unit (110) immobilizing the electric vehicle (102) and the electric vehicle (102) being capable of autonomous driving.
15. The method 200 as claimed in claim 10, further comprising enabling remote authorization for unlocking the electric vehicle (102) upon verification of the authorized credentials.