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    Transponder Immobilizer

  • The Transponder   The most common anti-theft system for today's automobiles is based on a "transponder" immobilizer. In short, a micro-chip with a unique code (ID Code) is embedded into the plastic head of each ignition key. This ID Code is memorized/authorized by vehicle's computer at the factory. Each time the vehicle is started, the computer checks for the ID Code. If the ID Code is one of the authorized codes, vehicle starts and runs. If the ID Code is not authorized or is missing, the vehicle will not start...
  • The Solution   In order to equip these vehicles with a remote starting system, an authorized ID Code must be made "available" to the remote car starter. At Black Cat Security we offer you two distinct options or methods of seamlessly integrating/satisfying the vehicle's transponder immobilizer anti-theft system. Our integration solutions include a universal immobilizer bypass kit (A) and a complete line of Data-Bus electronic modules (B) that are capable of learning and then trasmitting immobilizer "disarm" codes directly to the vehicle's computer.
  • The Integrity   Our exclusive line of bypass kits maintains the integrity of the factory anti-theft immobilizer by communicating directly with the engine management system and only when the remote car starter is activated.
  • The Bonus   In addition, the Data-Bus technology has allowed communication of other functions inside the vehicle including door lock/unlock, oem alarm arm/disarm, electric trunk release, door/trunk/hood open/closed status, engine monitoring, and more. Employing this technology for aftermarket product installations produces more reliable installations at a fraction of time. The most common variation of this technology is called CAN-Bus.
  • A small microchip embeded into the plastic head of the vehicle's ignition key


    Honda Key-Fob disected Honda Key disected Some of the Transponder keys
    Transponder Keys
  • Click here to view a video demonstration of Omega's Data-Bus integration technology.
    (If video does not start, get free Flash player here.)


  • Immobilizer Bypass Modules

    FOR ALL REMOTE START INSTALLATIONS
    (on vehicles equipped with immobilizer)


    OPTION A:
    Universal Bypass
    One Key Required

    A: One vehicle's original key is "sacrificed" for the remote start installation. It's secured inside the Universal Bypass Kit which reads and then transmits the immobilizer code of this key during remote start.

    OPTION A

    OPTION B:
    Vehicle-Specific
    Data-Bus Integration

    B: Data Module is programmed with the vehicle's immobilizer code. During remote start, it communicates with the vehicle via data line to securely transmit the code. Customer retains all keys. Available for most vehicles.

    OPTION B

    Transponder Key Technology
    What is a transponder?
    By Howard Keys

  • A transponder is short for: transmitter + responder. The word came into use around 1944. In basic terms a transponder is a miniaturized electronic chip that has what is called nonvolatile memory. Nonvolatile memory is the type of memory that does not need constant energy for retention. Along with that electronic chip is a set of windings, very fine wire coiled around a tube. These windings look similar to the windings you would find in a electric motor. There are two basic types of transponders. The first are the Electric Coupled Transponder systems. Electric coupled transponder systems are not limited to small areas for transmission but can transmit messages or signals for different ranges of distance including several inches to miles, as used in Satellites and Airplanes. These systems require large amounts of constant electricity to operate.
  • The second type is what automobile manufacturer’s are using and they are called Magnetic Coupled Transponder systems. Magnetic Coupled Transponder systems are passive in nature. This means they do not require constant electricity and thus do not need a power source of their own. They operate in the frequency range area of 125KHz. Since Magnetic Coupled Transponders do not have their own power source they are very limited to range of communication and generally operate in the range of 1cm to 15cm. Since this is a radio frequency it can penetrate materials that would make the transponder not directly visible, such as the plastic or rubber in the bow of a key. The process of key identification is similar in most automotive transponder systems. Once a key is inserted into the ignition lock and turned to one of the ‘on’ or ‘run’ positions, the induction coil that is mounted around the ignition lock sends out an electromagnet field of energy. The windings in the transponder chip absorb that energy and power the electronic chip to emit a signal. The signal is usually an alphanumeric set of digits which is considered the Identification Code. The induction coil reads the signal and sends it to some type of computer device to recognize the signal. If the signal is recognized as being already in the computer’s memory the signal is accepted and other electronic components in the vehicle are set into motion to allow the starting of the vehicle or the continuation of the engine running.
  • Transponders can be made into several different shapes and sizes and can be used in many different types of applications such as: warehouse pallets, retail clothing, animal management, and of course electronic automobile key identification.


  • CANBus Integration

    CAN Bus Why use CAN Bus

    The CAN Bus is an automotive bus developed by Robert Bosch, which has quickly gained acceptance into the automotive and aerospace industries. CAN is a serial bus protocol to connect individual systems and sensors as an alternative to conventional multi-wire looms. It allows automotive components to communicate on a single or dual-wire networked data bus up to 1Mbps.

    Before CAN Bus

    Since the early 1940's, automakers have continually improved their vehicles' technology by integrating an increasing amount of electronic components. As technology progressed, the vehicles became more complex as electronic components replaced mechanical systems and provided additional comforts, convenience, and safety features. Up until the release of CAN Bus, vehicles contained enormous amounts of wiring which was necessary to interconnect all of the various electronic components.


    [Vehicle Wiring: conventional mutli-wire looms]

    Due to the vast amount of wiring, an after market installation requires the installer not only to understand how the integrated systems communicate with each other, but also requires numerous connections to be made throughout the vehicle. To make matters worse, the vehicle wiring differs between vehicle years, makes, and even models. As a result, installers need to be highly knowledgeable and perform intensive labor for the most trivial after market equipment or the installation shop experiences countless hours of lost time on troubleshooting and sometimes even expensive claims for damaged OEM equipment. During this progression, installation shops have had an increasingly difficult time finding qualified staff that are able to perform everyday installations and as a result, have either had to increase their prices to compensate for the required specialization and labor, or simply had to turn away the customers who owned complex vehicles.


    [Remote Starter / Alarm Wiring: conventional mutli-wire looms]

    Introducing CAN Bus

    The BMW 850 coupe was the first CAN Bus vehicle to enter the market in 1986. By reducing the vehicles wiring by 2km, the vehicles overall weight was significantly reduced by at least 50kg and using only half the connectors. For the first time, each of the vehicles systems and sensors were able to communicate at very high speeds (25kbps - 1Mbps) on a single or dual-wire communication line as opposed to the previous multi-wire looms. However, the introduction of CAN Bus also increased the vehicles complexity and made after market installations even more difficult and in many cases impossible to perform.


    [Vehicle Wiring: CAN Bus network]

    In 2006, over 70% of all automobiles sold in North America will utilize CAN Bus technology. Beginning in 2008, the Society of Automotive Engineers (SAE) requires 100% of the vehicles sold in the USA to use the CAN Bus communication protocol while the European Union has similar laws. Several new after market devices have been introduced into the market that utilize the CAN Bus protocol but until now, there have been no new devices that assist the aging after market remote starter and alarm system technology. Now there is an after market module that offers remote starter and alarm connectivity to the CAN Bus communication protocol.


    [Remote Starter / Alarm Wiring: CAN Bus network with CAN SL]

    The CAN SL is one of the examples of after market CAN Bus integration kits to offer connectivity of aging remote starters and alarms to the new high speed CAN Bus communication protocol.

    Preceeding information and illustrations provided by Fortin Electronic Systems.


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