A vehicle theft-prevention apparatus can a motor unit configured to rotate based on an electrical signal. A shaft of the motor unit can be coupled to a cam. The cam can move a connection plate between an engaged position and a disengaged position. When the connection plate is in the engaged position, a locking mechanism can move between a locked position and an unlocked position. When the connection plate is in the disengaged position, the locking mechanism can maintain a current position.

Apparatus and systems are disclosed and include a body having a plurality of slots. Each of the plurality of slots includes a first portion, a second portion, and a third portion. The first portion is located on a first surface of the body. The second portion is located on a second surface of the body and forms a helical shape. The third portion is located on a third surface of the body. The first surface and the second surface are non-parallel. The third surface and the second surface are non-parallel. The apparatus includes a plurality of antenna elements that are disposed in a respective one of the plurality of slots. The plurality of antenna elements is configured to receive radio frequency (RF) signals. The apparatus includes a ground plane that is coupled to a first end of each of the plurality of antenna elements.

Systems and methods are provided for controlling power modes of a vehicle and for providing passive entry to the vehicle. A sleep command can be sent from a central controller to multiple domain controllers to enter a sleep state. When the sleep command is received by a first domain controller, a sleep state is entered. When the sleep command is received by a second domain controller, a stealth state is entered. While in the stealth state, the second domain controller periodically wakes up from a sleep state to monitor a condition. In response to detecting a first condition, the second domain controller returns to the sleep state. In response to detecting a second condition, the second domain controller sends a notification of the second condition to the central controller.

Methods and systems are disclosed and include receiving a signal via a first communication channel at a plurality of azimuth angles. The method includes determining a plurality of first communication channel phase angle differences between a pair of antennas. The method includes receiving a second signal via a second communication channel and at the plurality of azimuth angles. The method includes determining a plurality of second communication channel phase angle differences between the pair of antennas that each correspond to one of the plurality of azimuth angles. The method includes generating a first reference curve based on the plurality of first communication channel phase angle differences. The method includes generating a second reference curve based on the plurality of second communication channel phase angle differences. The method also includes generating a calibration curve that is based on an interpolation of the first reference curve and the second reference curve.

Aspects of the present disclosure generally pertain to a vehicle inhibitor with an enhanced user interface and a system and method for overriding a vehicle inhibitor. This disclosure may be useful for providing an emergency override function for vehicle loan repayment enforcement systems that have wireless user interface modules, and that have become lost or inoperable when needed to generate an emergency override signal. Further, the present disclosure addresses this problem while mitigating additional system cost and additional components. This disclosure includes a method of providing an emergency override function for vehicle loan repayment enforcement systems that have wireless user interface modules, and that have become lost or inoperable when needed to generate an emergency override signal. Further this disclosure includes a method of providing a disablement override function for vehicle loan repayment enforcement systems, wired or wireless, that allows vehicle operation past the grace period in those locations where complete disablement may be limited.

A vehicle theft-prevention apparatus can include a body, a computing device, sensors, and a speaker. The body can include a first and second portion and a light emitting portion. The first portion can move relative to the second portion. The second portion can include perforations to facilitate sound transmission from the speaker. The light emitting portion can be positioned between the first portion and the second portion. The light emitting portion can be configured to emit light based on a signal from the computing device. A lens can include a concentric structure protruding from the body. The lens can cover the sensor.

A vehicle theft-prevention apparatus can include a locking mechanism configured to engage to secure the vehicle theft-prevention apparatus into a vehicle and disengage to unsecure the vehicle theft-prevention apparatus from the vehicle. The vehicle theft-prevention apparatus can include a clutch mechanism configured to prevent the locking mechanism from further engaging based on a magnitude of force applied. The clutch mechanism can include a first portion configured to rotate about an axis and comprising at least one aperture, a second portion configured to rotate about the axis and comprising a track, and at least one article configured to pass through the at least one aperture and travel along the track.

A vehicle theft-prevention apparatus can a motor unit configured to rotate based on an electrical signal. A shaft of the motor unit can be coupled to a cam. The cam can move a connection plate between an engaged position and a disengaged position. When the connection plate is in the engaged position, a locking mechanism can move between a locked position and an unlocked position. When the connection plate is in the disengaged position, the locking mechanism can maintain a current position.

A vehicle theft-prevention apparatus can include a slip clutch mechanism, a locking mechanism, and a cylindrical body including a first portion and a second portion. The first portion can be configured to rotate about the second portion. The locking mechanism can be configured to engage based on rotation of the first portion relative to the second portion in a first direction, and disengage based on a rotation of the first portion relative to the second portion in a second direction. The slip clutch mechanism can be configured to prevent the locking mechanism from further engaging from rotation in the first direction relative to the second portion based on a magnitude of force applied.

A vehicle theft-prevention apparatus can include a slip clutch mechanism, a locking mechanism, and a cylindrical body including a first portion and a second portion. The first portion can be configured to rotate about the second portion. The locking mechanism can be configured to engage based on rotation of the first portion relative to the second portion in a first direction, and disengage based on a rotation of the first portion relative to the second portion in a second direction. The slip clutch mechanism can be configured to prevent the locking mechanism from further engaging from rotation in the first direction relative to the second portion based on a magnitude of force applied.