JP2016079600A - Vehicle verification system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle verification system that is convenient for a user while performing protection from a relay attack.SOLUTION: A vehicle verification system 1 includes: verification means (an ECU 20 of an on-vehicle device 2) for executing first operation on equipment of a vehicle C when verification is established by wireless communication between the on-vehicle device 2 and an electronic key 3 using a shared ID; and function stop means (the ECU 20 of the on-vehicle device 2) for continuing the verification means' function after second operation executed on the equipment of the vehicle in a user leaving the vehicle, while making the verification means' function stop in the case of determining a trigger related to the user's intention.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle authentication system.

  2. Description of the Related Art In recent years, vehicle authentication systems that lock or unlock a vehicle door or start an engine through a function called smart entry or passive entry are known. In this vehicle authentication system, when an on-board device mounted on a vehicle and an electronic key carried by a user of the vehicle perform wireless communication and authentication using common identification information (ID) is established, the vehicle door Are locked or unlocked and the engine is started.

  In such a passive entry function, a theft technique called a relay attack is known. Even if the distance from the vehicle-mounted device to the electronic key is far away, this relay attack can be performed by interposing one or more repeaters between the vehicle-mounted device and the electronic key. A method for establishing authentication between the two. That is, in the relay attack, the radio signal transmitted from the vehicle-mounted device is relayed by one or more repeaters to reach the electronic key, and the radio signal transmitted from the electronic key is transmitted to one or more repeaters. To reach the vehicle-mounted device. As a result, even if the electronic key exists at a position where the radio signal from the on-vehicle device does not reach, authentication is established by the on-vehicle device recognizing that the electronic key is within the specified communication range, The door is unlocked and the engine is started.

  For example, Patent Document 1 discloses a passive entry function for executing or permitting unlocking or locking of a vehicle door through transmission and reception of wireless signals mutually with an electronic key, and a lock switch provided in the electronic key. Alternatively, an electronic key system including a keyless entry function for executing or permitting locking or unlocking of a vehicle door through reception of a radio signal transmitted through operation of an unlock switch is disclosed. In this electronic key system, the passive entry function is stopped and only the keyless entry function is enabled for a predetermined period after the vehicle door is locked.

JP 2012-82653 A

  However, according to the technique disclosed in Patent Document 1, since the passive entry function is always stopped after the door is locked, the passive entry function is forcibly stopped regardless of the user's intention. It was.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicular authentication system that is easy to use for a user while protecting from a relay attack.

  In order to solve such a problem, the present invention provides a vehicular authentication system including an in-vehicle device mounted on a vehicle and an electronic key possessed by a user of the vehicle. The vehicle authentication system includes an authentication unit that performs a first operation on vehicle equipment when authentication using common identification information is established between the vehicle-mounted device and the electronic key by wireless communication, and the user A function stop means for stopping the function of the authentication means when determining the trigger mediated by the user's intention, while continuing the function of the authentication means after the second operation executed on the vehicle equipment when leaving the vehicle; ,have.

  Here, in the present invention, the trigger is preferably a user operation.

  In the present invention, it is preferable that the trigger reaches a predetermined stop time.

  In the present invention, the first operation is door unlocking or door locking, and the second operation is a door locking by an authentication means, a door locking by a remote control function provided with an electronic key, and a mechanical key. It is preferably one of the used door locks.

  Further, in the present invention, the function stop means may cancel the function stop of the authentication means when it is determined that the door is unlocked by a remote control function provided in the electronic key or the door is unlocked using a mechanical key. preferable.

  According to the present invention, even after the first operation, the passive entry function is continued as effective until a trigger with the user's intention is determined. Then, when the trigger involving the user's intention is determined, the passive entry function is stopped, so that the vehicle can be reliably protected from the threat of relay attack after the stop. Thereby, it is possible to provide a vehicular authentication system that is easy to use for the user while protecting from a relay attack.

The block diagram which shows the structure of the authentication system for vehicles which concerns on 1st Embodiment. Flow chart showing basic operation of passive entry function realized by vehicle authentication system The flowchart which shows the determination process for stopping the passive entry function which concerns on 1st Embodiment The flowchart for showing the cancellation | release process for canceling | releasing the stop of the passive entry function which concerns on 1st Embodiment The flowchart which shows the determination process for stopping the passive entry function which concerns on 2nd Embodiment The block diagram which shows the structure of the electronic key in the vehicle authentication system which concerns on 3rd Embodiment. The flowchart which shows the determination processing for stopping the passive entry function which concerns on 3rd Embodiment

(First embodiment)
FIG. 1 is a block diagram showing a configuration of a vehicular authentication system 1 according to the present embodiment. The vehicular authentication system 1 according to the present embodiment is a system that performs locking and unlocking of the door 5 of the vehicle C and starting an engine, which is called a smart entry or a passive entry. The vehicle authentication system 1 can be applied to a vehicle C such as an engine vehicle, an electric vehicle, or a hybrid vehicle.

  The vehicle authentication system 1 includes an in-vehicle device 2 mounted on a vehicle C and an electronic key 3 possessed by a user of the vehicle C. In this vehicle authentication system 1, the vehicle-mounted device 2 and the electronic key 3 authenticate by wireless communication, so that a series of operation steps of opening and closing the door without performing the switch operation of the electronic key 3 or the operation with the mechanical key is performed. A passive entry function is realized in which the door 5 is locked or unlocked, or the engine is started only by operating an engine switch 60 installed in the vehicle. The vehicular authentication system 1 also realizes a keyless entry function that locks or unlocks the door 5 through operation of a switch 31 disposed on the electronic key 3.

  The door 5 of the vehicle C is provided with a lock mechanism 50, a touch sensor 51, and a push button 52. The lock mechanism 50 locks or unlocks the door 5 by being controlled by the vehicle-mounted device 2 or by an operation using a mechanical key. The touch sensor 51 is mounted on a door handle that opens and closes the door 5, and is a sensor that detects that the user has touched the door handle. When the user touches the door handle, the touch sensor 51 outputs a predetermined sensor signal. The push button 52 is a button that is attached to the door handle and can be operated by the user. When the user operates the push button 52, the push button 52 outputs a predetermined operation signal.

  The door 5 is a general term for a plurality of doors equipped in the vehicle C. In addition, the touch sensor 51 and the push button 52 do not have to be provided in all the doors, and may be provided only in arbitrary doors such as a driver side door and a passenger side door, for example.

  An engine switch 60 is provided near the driver's seat in the passenger compartment. The engine switch 60 is a switch for starting the engine. When the user operates the engine switch 60, the engine switch 60 outputs a predetermined operation signal.

  The vehicle-mounted device 2 performs authentication using a common ID with the electronic key 3 by performing wireless communication with the electronic key 3, and performs the first operation on the equipment of the vehicle C when the authentication is established. Run. This first operation includes locking the door 5, unlocking the door 5, and starting the engine, and the vehicle-mounted device 2 executes any operation according to the user's request.

  The vehicle-mounted device 2 includes an ECU 20, an exterior LF transmitter 21, an interior LF transmitter 22, and an RF receiver 23.

  The ECU 20 controls the operation of the vehicle-mounted device 2 including the vehicle exterior LF transmitter 21, the vehicle interior LF transmitter 22 and the RF receiver 23. As the ECU 20, a computer mainly composed of a CPU and a memory can be used. The CPU manages various calculations and information processing. The memory includes a RAM that is a work area when the CPU executes the program, a program executed by the CPU, or a nonvolatile memory that stores data necessary to execute the program. In addition, the ID of the electronic key 3 that forms a pair with the vehicle C is stored in the memory.

  The ECU 20 is connected to a lock mechanism 50, a touch sensor 51, a push button 52, and an engine switch 60 via, for example, a CAN (Controller Area Network). The ECU 20 instructs the lock mechanism 50 to lock or unlock the door. Various signals from the touch sensor 51, the push button 52, and the engine switch 60 are input to the ECU 20. When the sensor signal is input from the touch sensor 51, the ECU 20 recognizes a request for unlocking the door 5 by the passive entry function. When the operation signal from the push button 52 is input, the ECU 20 recognizes a request for locking the door 5 by the passive entry function. When an operation signal from the engine switch 60 is input, the ECU 20 recognizes an engine start request.

  The LF transmitter 21 outside the passenger compartment is mounted outside the passenger compartment, for example, on the door handle of the vehicle C. The LF transmission unit 21 outside the vehicle interior transmits an LF signal outside the vehicle compartment of the vehicle C using electromagnetic waves in the LF (long wave) band. The LF signal from the outside LF transmission unit 21 is transmitted to the outside of the outside communication area having a certain size outside the door 5 of the vehicle C.

  The vehicle interior LF transmitter 22 is provided in the vehicle interior. The vehicle interior LF transmission unit 22 transmits an LF signal to the vehicle interior of the vehicle C using electromagnetic waves in the LF (long wave) band. The LF signal from the vehicle interior LF transmitter 22 is transmitted to the interior of the in-vehicle communication area having a certain size in the vehicle interior.

  The RF receiving unit 23 is installed, for example, in the passenger compartment. The RF receiver 23 receives an RF signal transmitted from outside the vehicle compartment and from the vehicle interior.

  The electronic key 3 transmits an ID unique to the electronic key 3 by performing wireless communication with the vehicle-mounted device 2.

  The electronic key 3 includes a control unit 30, a switch 31, an LF reception unit 32, and an RF transmission unit 33.

  The control unit 30 controls the operation of the electronic key 3 including the LF receiving unit 32 and the RF transmitting unit 33. As the control unit 30, a microcomputer mainly composed of a CPU and a memory can be used. The CPU manages various calculations and information processing. The memory includes a RAM that is a work area when the CPU executes the program, a program executed by the CPU, or a nonvolatile memory that stores data necessary to execute the program. In addition, an ID unique to the electronic key 3 is stored in the memory.

  The switch 31 is a button that is attached to the electronic key 3 and is operated by a user who unlocks or locks the door 5 by a keyless entry function. When the user operates the switch 31, the switch 31 outputs a predetermined operation signal to the control unit 30. When an operation signal is input from the switch 31, the control unit 30 recognizes a request for unlocking or locking the door 5 by the keyless entry function.

  The LF receiver 32 receives the LF signal transmitted from the vehicle-mounted device 2.

  The RF transmission unit 33 transmits information including an ID unique to the electronic key 3 to the vehicle-mounted device 2 as an RF signal.

  In the vehicular authentication system 1 having such a configuration, wireless communication is performed between the vehicle-mounted device 2 and the electronic key 3 and the authentication between the vehicle-mounted device 2 and the electronic key 3 is established, thereby realizing a passive entry function. The The transmitted ID is encrypted and has high confidentiality.

  Hereinafter, the basic operation of the passive entry function realized by the vehicular authentication system 1 will be described by taking the locking method of the door 5 of the vehicle C as an example. Here, FIG. 2 is a flowchart showing the basic operation of the passive entry function realized by the vehicular authentication system 1.

  First, in step 10 (S10), the ECU 20 of the vehicle-mounted device 2 determines whether or not an operation signal from the push button 52 has been input. If an affirmative determination is made in step 10, that is, if an operation signal is input, the process proceeds to step 11 (S11). On the other hand, if a negative determination is made in step 10, that is, if no operation signal is input, the process returns to step 10.

  In step 11 (S11), the ECU 20 transmits an ID request signal (LF signal) that instructs the electronic key 3 to return an ID from the outside LF transmitter 21.

  On the other hand, when the electronic key 3 is located in the outside communication area, in step 20 (S20), the control unit 30 of the electronic key 3 receives the ID request signal transmitted from the vehicle-mounted device 2 via the LF receiving unit 32. To do.

  In step 21 (S21), when the control unit 30 reads the ID unique to the electronic key 3 stored in the memory, the control unit 30 generates ID information including the ID. Then, the control unit 30 transmits an ID signal (RF signal) whose content is ID information via the RF transmission unit 33.

  Next, in step 12 (S12), the ECU 20 of the vehicle-mounted device 2 determines whether or not an ID signal has been received. If an affirmative determination is made in step 20, that is, if an ID signal is received, the process proceeds to step 14 (S14) described later. On the other hand, if a negative determination is made in step 12, that is, if no ID signal is received, the process proceeds to step 13 (S13).

  In step 13, the ECU 20 determines whether or not an elapsed time after transmitting the ID request signal has reached a predetermined time. If an affirmative determination is made in step 13, that is, if the elapsed time has reached a predetermined time, this process ends (END). On the other hand, if a negative determination is made in step 13, that is, if the elapsed time has not reached the predetermined time, the process returns to step 12.

  In step 14, the ECU 20 determines whether authentication of the electronic key 3 is established. Specifically, the ECU 20 compares the ID included in the received ID signal with the ID read from the memory of the ECU 20, and determines whether or not they match. If the IDs match, authentication is established, an affirmative determination is made in step 14, and the process proceeds to step 15 (S15). On the other hand, if the IDs do not match, authentication is not established, a negative determination is made in step 14, and the process proceeds to step 13.

  In step 15, the ECU 20 controls the lock mechanism 50 to lock the door 5, and ends this process (END).

  By such a series of operations, the door 5 is locked by the passive entry function. Further, unlocking the door 5 and starting the engine by the passive entry function are performed in the same procedure.

  In the case of unlocking the door 5, the ECU 20 of the vehicle-mounted device 2 determines whether or not a sensor signal from the touch sensor 51 has been input. When the input of the sensor signal from the touch sensor 51 is determined, wireless communication is performed between the vehicle-mounted device 2 and the electronic key 3 as described above, and ID verification is performed between the vehicle-mounted device 2 and the electronic key 3. Is done. When the authentication by ID is established, the ECU 20 controls the lock mechanism 50 to unlock the door 5.

  In the case of engine start, the ECU 20 of the vehicle-mounted device 2 transmits an ID request signal from the vehicle interior LF transmitter 22 when the engine switch 60 is operated. When the electronic key 3 enters the in-vehicle communication area, as described above, wireless communication is performed between the vehicle-mounted device 2 and the electronic key 3, and ID verification is performed between the vehicle-mounted device 2 and the electronic key 3. Done. When the ID authentication is established, the ECU 20 starts the engine. Further, when the engine switch 60 is operated with the engine started, the vehicle C stops the engine.

  On the premise of such a passive entry function, the vehicular authentication system 1 is configured to be able to stop the passive entry function when a trigger involving the user's intention is determined. The trigger in the present embodiment corresponds to a user operation, specifically, an operation (stop operation) for stopping the passive entry function. Hereinafter, details of the determination process for stopping the passive entry function will be described.

  FIG. 3 is a flowchart showing a determination process for stopping the passive entry function according to the first embodiment. The process shown in this flowchart is executed by the ECU 20 of the vehicle-mounted device 2. As a premise for executing this process, the ECU 20 effectively functions the passive entry function.

  First, in step 30 (S30), the ECU 20 determines whether or not a predetermined operation (second operation) has been performed. This predetermined operation is an operation performed on the equipment of the vehicle C when the user leaves the vehicle C, and is the locking of the door 5 in the present embodiment. Here, the locking of the door 5 includes the locking of the door 5 by the passive entry function, the locking of the door 5 by the keyless entry function, and the locking of the door 5 by the mechanical key.

  When the door 5 is locked by the user, an affirmative determination is made in step 30, and the process proceeds to step 31 (S31). On the other hand, if the door 5 is not locked by the user, a negative determination is made in step 30 and the process returns to step 30.

  In step 31, the ECU 20 determines whether or not a stop operation has been performed. The stop operation is, for example, a long press of the switch 31 provided in the electronic key 3. When the user presses the switch 31 for a long time, the control unit 30 of the electronic key 3 transmits a stop operation signal (RF signal) including the stop operation via the RF transmission unit 33. Then, ECU20 of the onboard equipment 2 judges whether stop operation was performed by whether the stop operation signal was received.

  When the stop operation is performed by the user, an affirmative determination is made in step 31 and the process proceeds to step 33 (S33). On the other hand, when the stop operation is not performed by the user, a negative determination is made in step 31, and the process proceeds to step 32 (S32).

  The stop operation may be an operation set in advance for the ECU 20, and is not limited to the above-described form. For example, the stop operation can be performed by pressing the switch 31 a plurality of times, operating a dedicated switch provided on the electronic key 3 for the stop operation, long-pressing the push button 52, or operating a dedicated switch provided on the vehicle C for the stop operation. There may be.

  Further, the vehicle C may be combined with a wireless communication system to perform a stop operation by communicating with the ECU 20. In the stop operation by the wireless communication system, the user or a dealer who has received a request from the user uses a terminal such as a mobile phone, a smartphone, or a PC to transmit information on the stop operation to the ECU 20 via the wireless communication system. There may be. Alternatively, the terminal may access a dedicated server, register information on the stop operation in the server, and transmit the information on the stop operation registered in the server to the ECU 20 via the wireless communication system. . As a communication method in the wireless communication system, a dedicated short range communication (DSRC) or a wireless communication method in the 700 MHz band is assumed. Further, wireless LAN (Local Area Network) communication, cellular phone communication, telematics communication, or the like may be used.

  In step 32, the ECU 20 determines whether or not an elapsed time after determining the locking of the door 5 has reached a predetermined time. If an affirmative determination is made in step 32, that is, if the elapsed time has reached a predetermined time, this process ends (END). On the other hand, if a negative determination is made in step 32, that is, if the elapsed time has not reached the predetermined time, the process returns to step 31.

  In step 33, the ECU 20 stops the passive entry function and ends this process (END). As a method of stopping the passive entry function, any method can be adopted as long as the function is not realized. Hereinafter, a method for stopping the passive entry function will be exemplified. For example, even if the sensor signal of the touch sensor 51 is input, the ECU 20 may ignore it or may restrict transmission of the ID request signal. Further, even if the ECU 20 transmits a signal indicating that the passive entry function is stopped to the electronic key 3 via the outside LF transmitter 21 and the electronic key 3 receives the ID request signal, it does not transmit the ID signal. Good. Alternatively, even if an ID signal is received from the electronic key 3, the ECU 20 may not perform ID verification. Furthermore, even if the ECU 20 performs the operation up to the authentication, the ECU 20 may not issue a control signal to the lock mechanism 50.

  When the passive entry function is stopped in this way, even if a sensor signal is input from the touch sensor 51, the ECU 20 does not control the lock mechanism 50, so that the lock state of the door 5 by the lock mechanism 50 is maintained. Is done.

  FIG. 4 is a flowchart for illustrating a release process for releasing the suspension of the passive entry function according to the first embodiment. The process shown in this flowchart is executed by the ECU 20 of the vehicle-mounted device 2 at a predetermined cycle after the passive entry function is stopped.

  In the present embodiment, as a method for releasing the suspension of the passive entry function, an unlocking operation of the door 5 by the keyless entry function is required. When the user unlocks the switch 31 of the electronic key 3, the control unit 30 of the electronic key 3 reads the ID unique to the electronic key 3 stored in the memory, and includes this ID and an unlock request by the keyless entry function. Generate information as keyless information. Then, the control unit 30 transmits a keyless signal (RF signal) containing the keyless entry information via the RF transmission unit 33.

  First, in step 40 (S40), the ECU 20 of the vehicle-mounted device 2 determines whether a keyless signal has been received. If an affirmative determination is made in step 40, that is, if a keyless signal is received, the process proceeds to step 41 (S41). On the other hand, if a negative determination is made in step 40, that is, if a keyless signal has not been received, this processing ends (RETURN).

  In step 41, the ECU 20 determines whether authentication of the electronic key 3 is established. Specifically, the ECU 20 compares the ID included in the received keyless signal with the ID of the memory of the ECU 20 and determines whether or not they match. If the IDs match, authentication is established, an affirmative determination is made in step 41, and the process proceeds to step 42 (S42). On the other hand, if the IDs do not match, authentication is not established, a negative determination is made in step 41, and this process ends (RETURN).

  In step 42, when the ECU 20 recognizes the unlock request included in the received keyless signal, the ECU 20 controls the lock mechanism 50 to unlock the door 5.

  In step 43 (S43), the ECU 20 releases the suspension of the passive entry function. Here, when the passive entry function is stopped, it is preferable to notify the user that the function has been stopped, for example, by turning on a hazard lamp.

  As described above, in the present embodiment, the vehicle authentication system 1 is equipped with the vehicle C when authentication using a common ID (identification information) is established between the vehicle-mounted device 2 and the electronic key 3 by wireless communication. Authenticating means for executing the first action and determining the trigger that the user's will intervenes while continuing the function of the authenticating means after the second action executed for the vehicle equipment when the user leaves the vehicle And a function stop means for stopping the function of the authentication means. In the present embodiment, the authentication unit and the function stop unit are realized by the ECU 20 of the vehicle-mounted device 2, and a passive entry function is realized as a function of the ECU 20.

  According to this configuration, even after the first operation, the passive entry function can be effectively continued until a trigger with the user's intention is determined. Then, when the trigger involving the user's intention is determined, by stopping the passive entry function, the vehicle C can be reliably protected from the threat of relay attack after the function stop. As a result, it is possible to provide the vehicular authentication system 1 that is easy to use for the user while protecting against a relay attack.

  In addition, according to the above-described method, it is only necessary to add the specification relating to the function stop to the normal passive entry function. For this reason, the vehicular authentication system 1 of the present embodiment can be realized with an inexpensive configuration without a large change in specifications.

  In the present embodiment, the above-described trigger is a user operation. For this reason, the passive entry function can be continued by the user's own operation, or the passive entry function can be stopped. As a result, it is possible to provide the vehicular authentication system 1 that is easy to use for the user while protecting against a relay attack.

  In the present embodiment, the first operation is locking the door 5, unlocking the door 5, or starting the engine, and the second operation is locking the door 5 by the authentication means (passive entry function).

  According to this configuration, even after the door 5 is locked, the passive entry function can be continued until the above-described trigger is determined. As a result, it is possible to provide the vehicular authentication system 1 that is easy to use for the user while protecting against a relay attack.

  In the present embodiment, the door 5 is locked by the passive entry function as the second operation. However, the second operation may be locking the door 5 using a remote control function (keyless entry function) included in the electronic key 3 or locking the door 5 using a mechanical key.

  Further, in the present embodiment, the above-described function stop unit cancels the function stop of the authentication unit when it is determined that the door 5 is unlocked by the keyless entry function.

  According to this configuration, when the situation where the passive entry function should be made valid again comes, the suspension of the passive entry function is released. Thereby, in a series of operation in which a user gets on the vehicle C, a function stop can be cancelled | released. Therefore, the function stop can be canceled without requiring a separate operation from the user, so that a user-friendly system can be provided.

  As a method for canceling the suspension of the passive entry function, the door 5 may be unlocked using a mechanical key, or the engine may be started after the door is unlocked. . Even in this configuration, the function stop can be canceled in a series of operations in which the user gets on the vehicle C.

  In addition, since there is a user who wants to continue the suspension of the passive entry function, a function for invalidating the above-described release method may be provided when a specific operation is performed.

(Second Embodiment)
The vehicle authentication system according to the second embodiment will be described below. The vehicle authentication system 1 according to the second embodiment is different from that of the first embodiment in that the passive entry function is stopped. Hereinafter, the description which overlaps with 1st Embodiment is abbreviate | omitted, and demonstrates below centering on difference.

  The vehicular authentication system 1 is configured so that the passive entry function can be stopped when a trigger involving the user's intention is determined. The trigger in the present embodiment corresponds to the passage of a predetermined period. Hereinafter, details of the determination process for stopping the passive entry function will be described.

  FIG. 5 is a flowchart showing a determination process for stopping the passive entry function according to the second embodiment. The process shown in this flowchart is executed by the ECU 20 of the vehicle-mounted device 2. As a premise for executing the processing shown in the flowchart, the ECU 20 effectively functions the passive entry function.

  First, in step 50 (S50), the ECU 20 determines whether or not a predetermined operation (second operation) has been performed. This operation is an operation performed on the equipment of the vehicle C when the user leaves the vehicle C, and is the locking of the door 5 in the present embodiment. Here, the locking of the door 5 includes the locking of the door 5 by the passive entry function, the locking of the door 5 by the keyless entry function, and the locking of the door 5 by the mechanical key.

  When the predetermined operation is executed by the user, an affirmative determination is made in step 50, and the process proceeds to step 51 (S51). On the other hand, if the predetermined operation is not executed by the user, a negative determination is made in step 50, and the process returns to step 50.

  In step 51, the ECU 20 determines whether the stop time has been reached after the second operation. The stop time is a time that stipulates that the passive entry function is stopped after the second operation, and is set in advance. This stop time may be set by the user himself / herself, or may be set by an automobile manufacturer or a dealer as long as the user schedules the stop time. Further, the stop time can be defined as an elapsed time after the second operation, but can also be defined as a certain time or time zone. For example, in the latter case, the stop time is defined as, for example, 9 pm, 9 pm to 6 am, and it is determined whether the time or time zone has been reached after the second operation.

  If a positive determination is made in step 51, that is, if the stop time has been reached, the process proceeds to step 52 (S52). On the other hand, if a negative determination is made in step 51, that is, if the stop time has not been reached, the process returns to step 51.

  In step 52, as in the first embodiment, the ECU 20 stops the passive entry function and ends this process (END).

  When the passive entry function is stopped, the ECU 20 does not control the lock mechanism 50 even if a sensor signal is input from the touch sensor 51 until the above-described function stop release process is performed. The locked state of the door 5 is maintained.

  As described above, according to the second embodiment, even in a scene where the user leaves the vehicle, the passive entry function can be effectively continued until the trigger with the user's intention is determined. Thus, the passive entry function can be continued until the trigger is determined. In addition, by stopping the passive entry function when a trigger involving the user's intention is determined, the vehicle C can be reliably protected from the threat of relay attack after the function is stopped. As a result, it is possible to provide the vehicular authentication system 1 that is easy to use for the user while protecting against a relay attack.

  In addition, according to the above-described method, it is only necessary to add the specification relating to the function stop to the normal passive entry function. For this reason, the vehicular authentication system 1 of the present embodiment can be realized with an inexpensive configuration without a large change in specifications.

  In the present embodiment, the above-described trigger is to reach a predetermined stop time. According to this configuration, the passive entry function can be stopped thereafter while continuing the passive entry function until a predetermined stop time is reached. As a result, it is possible to provide the vehicular authentication system 1 that is easy to use for the user while protecting against a relay attack.

(Third embodiment)
Hereinafter, the vehicle authentication system 1 according to the third embodiment will be described. The vehicle authentication system 1 according to the third embodiment is different from that of the first embodiment in that the passive entry function is stopped. Hereinafter, descriptions of points that are the same as those in the first embodiment will be omitted, and hereinafter, differences will be mainly described.

  FIG. 6 is a block diagram showing the configuration of the electronic key 3 in the vehicular authentication system 1 according to the third embodiment. The electronic key 3 includes a position acquisition unit 34 in addition to the configuration shown in the first embodiment. The position acquisition unit 34 has a function of acquiring the current position of the electronic key 3 and can be configured by a GPS receiver, for example. Note that the position acquisition unit 34 itself does not have to have a position detection function, and is configured by a wireless communication device such as Bluetooth (registered trademark) in this embodiment. As illustrated in FIG. 6, the position acquisition unit 34 can acquire position information detected by the external device SP by communicating with an external device SP such as a smartphone including a GPS receiver.

  When receiving the position request signal transmitted from the vehicle-mounted device 2 via the LF receiving unit 32, the control unit 30 of the electronic key 3 performs the following operation. Here, the position request signal is a signal for instructing a return of the current position information, and is transmitted from the vehicle-mounted device 2. When the current position information is acquired through the position acquisition unit 34, the control unit 30 generates position information. Then, the control unit 30 transmits a position information signal (RF signal) containing the position information via the RF transmission unit 33.

  FIG. 7 is a flowchart showing a determination process for stopping the passive entry function according to the third embodiment. The process shown in this flowchart is executed by the ECU 20 of the vehicle-mounted device 2 when, for example, the door 5 is unlocked, that is, with the input of a sensor signal from the touch sensor 51 as a trigger. As a premise for executing the processing shown in the flowchart, the ECU 20 effectively functions the passive entry function.

  First, in step 60 (S60), the ECU 20 identifies the current position of the vehicle C by communicating with a navigation system mounted on the vehicle C.

  In step 61 (S61), the ECU 20 transmits a position request signal (LF signal) for instructing the electronic key 3 to return the current position information from the outside LF transmitting unit 21.

  In step 62 (S62), the ECU 20 determines whether or not a position information signal has been received within a predetermined period from the timing at which the position request signal is transmitted. When the position information signal is received, an affirmative determination is made in step 62, and the process proceeds to step 63 (S63). On the other hand, if the position information signal is not received, a negative determination is made in step 62, and the present process ends (END).

  In step 63 (S63), the ECU 20 determines whether or not the electronic key 3 exists in the peripheral area set around the vehicle C. Specifically, the ECU 20 compares the position information of the electronic key 3 specified from the position information signal with the current position information of the vehicle C, and determines whether or not the electronic key 3 exists in the surrounding area. to decide.

  If the electronic key 3 is present in the surrounding area, an affirmative determination is made in step 63, and this process ends (END). Then, the unlocking operation of the door 5 by the passive entry function is continued. On the other hand, if the electronic key 3 does not exist in the surrounding area, a negative determination is made in step 63 and the process proceeds to step 64 (S64).

  In step 64, as in the first embodiment, the ECU 20 stops the passive entry function and ends this process (END).

  When the passive entry function is stopped in this way, the ECU 20 does not control the lock mechanism 50 even if a sensor signal is input from the touch sensor 51 until the above-described stop cancellation process is performed. The locked state of the door 5 by the lock mechanism 50 is maintained.

  As described above, according to the third embodiment, even when a relay attack is encountered in a scene where the user is away from the vehicle, the passive entry function is stopped. Thereby, the vehicle C can be reliably protected from the threat of the relay attack.

  In this embodiment, the positions of the vehicle-mounted device 2 and the electronic key 3 are compared at the unlocking timing of the door 5, but such processing is executed when the door 5 is locked and the engine is started. You can do it.

  In the present embodiment, when the electronic key 3 does not exist in the peripheral area, the passive entry function is stopped. However, when the electronic key 3 does not exist in the surrounding area, the passive entry function is stopped on the condition that the position of the vehicle-mounted device 2 and the electronic key 3 does not correspond to each other, although the possibility of a relay attack is high. It may be determined that the authentication is not established, and the subsequent operation may be prohibited.

  The vehicle authentication system according to the embodiment of the present invention has been described above, but the present invention is not limited to the above-described embodiment, and various modifications can be made within the scope of the invention. Absent.

  In the above-described embodiment, the ECU of the vehicle-mounted device is responsible for the functions of the authentication unit and the function stop unit. However, the electronic key control unit may be responsible for the functions of the authentication unit and the function stop unit. The ECU and the electronic key control unit may share and execute the functions of the authentication unit and the function stop unit. That is, it is sufficient that the authentication unit and the function stop unit are realized by one or both of the vehicle-mounted device and the electronic key.

  For example, a dedicated switch for stop operation may be provided in the electronic key, and the control unit of the electronic key may be a function stop unit, and the passive entry function may be stopped in accordance with the operation of the dedicated switch. When the passive entry function is stopped on the electronic key side, the control unit of the electronic key does not transmit the ID signal in response to the ID request signal received from the vehicle-mounted device. Thereby, even if ECU of onboard equipment has not stopped the function, a passive entry function can be stopped and a relay attack measure can be taken. In addition to the above-described operation of the electronic key control unit, the power supply to the control unit may be cut off as long as it does not react to the ID request signal from the ECU of the vehicle-mounted device. Any thing is acceptable.

DESCRIPTION OF SYMBOLS 1 Vehicle authentication system 2 Onboard equipment 20 ECU
21 LF transmitter outside vehicle compartment 22 LF transmitter inside vehicle compartment 23 RF receiver 3 electronic key 30 controller 31 switch 32 LF receiver 33 RF transmitter 5 door 50 lock mechanism 51 touch sensor 52 push button 60 engine switch

Claims (5)

In a vehicle authentication system comprising an in-vehicle device mounted on a vehicle and an electronic key possessed by a user of the vehicle,
An authentication means for performing a first operation on equipment of a vehicle when authentication using common identification information is established between the on-vehicle device and the electronic key by wireless communication;
The function of the authentication unit is continued after the second operation performed on the vehicle equipment when the user leaves the vehicle, but the function of the authentication unit is stopped when a trigger involving the user's intention is determined. A function stop means
A vehicular authentication system comprising:   The vehicular authentication system according to claim 1, wherein the trigger is a user operation.   The vehicle authentication system according to claim 1, wherein the trigger reaches a predetermined stop time. The first operation is door unlocking or door locking,
The second operation is any one of locking the door by the authentication unit, locking the door by a remote control function provided in the electronic key, and locking the door using a mechanical key. 3. The vehicle authentication system described in any one of 3 above.   The function stop means cancels the function stop of the authentication means when it is determined that the door is unlocked by a remote control function provided in the electronic key or the door is unlocked using a mechanical key. The vehicle authentication system according to any one of claims 1 to 4.

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