JP2019073206A - System and the like - Google Patents

Abstract

To provide a system and the like which can reduce risks of theft or the like by relay attack in a vehicle or the like which already mounts a smart entry system or the like.SOLUTION: A vehicle system which is provided with a function to perform smart operation to be at least operation of either unlock or engine start of a vehicle on the basis of a response signal from a smart key with respect to a request signal transmitted to the smart key from the vehicle, a system is retrofitted. The system is provided with at least either a function to prohibit the smart operation in the vehicle system or a function to notify when a part of the smart operation is performed.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a system etc. associated with a vehicle etc.

  In conventional vehicle theft, a method using a tow truck at night or in a low traffic area, a method using an immobilizer cutter, and the like are common. In order to reduce the risk of theft of the vehicle by such a method, an alarm sound is generated when a shock or door opening is detected, and a retrofit security device is used to notify a security remote control.

  A system (so-called smart entry system) has been introduced which enables an arm (security on) and disarm (security off) of a vehicle without key operation by interlocking with a genuine key of the vehicle. A crime has occurred in which a vehicle is stolen by hacking an RF signal at the time of unlocking a genuine key (smart key) of the smart entry system and using this signal to release the security function of the vehicle. In order to prevent theft of the vehicle by this method, disarming with a genuine key may be disabled. In this case, even if the smart entry system is installed, it is necessary to operate the smart key when getting into the vehicle.

  Furthermore, even if the vehicle and the smart key are separated, by enabling communication between the two using a repeater or the like, it is possible to unlock the door of the vehicle and start the engine, and the theft of a so-called relay attack is possible. Techniques are beginning to circulate.

  Patent Document 1 below discloses a smart entry system (smart key system) for preventing theft of a vehicle by a relay attack. The on-vehicle device of this smart key system instructs the noise measurement unit, the transmission intensity determination unit that determines the transmission intensity of the response signal so as to be lower as the predetermined intensity and larger as the noise increases. A first transmission unit for wirelessly transmitting a request signal including instruction information in a predetermined area, a first reception unit for receiving a response signal, first authentication information on a portable device registered in advance, and a response An authentication unit that authenticates the portable device based on second authentication information included in the signal, the portable device including a second reception unit, a transmission intensity setting unit configured to set transmission intensity of the response signal, and When the receiving unit receives the request signal, the second transmitting unit wirelessly transmits a response signal including the second authentication information at the transmission intensity set by the transmission intensity setting unit.

JP, 2017-57627, A

  Although the smart entry system (smart key system) disclosed in Patent Document 1 can be installed in a newly manufactured vehicle, it is difficult to retrofit into a vehicle already equipped with the smart entry system. is there.

  An object of the present invention is to provide a system or the like capable of reducing the risk of theft or the like due to a relay attack, for example, in a vehicle or the like on which a smart entry system or the like is already mounted.

  The object of the invention of the present application is not limited to this, and the intention is to acquire the right of division application / correction etc. even for the construction aiming to obtain the effects exerted from the parts of the construction disclosed in this specification and the drawings etc. . For example, in the present specification, a subject is disclosed in which a part described as “can be” is read as “a subject is a subject” in the present specification. The issues are described as being independent of each other, and the organization for solving the issues is also willing to acquire the right by divisional application / correction etc. alone. Even if the subject is grasped silently from the description of the specification, the applicant has the intention of claiming a part of the configuration described herein in the correction or divisional application. . Moreover, the subject which combined these independent subjects is also disclosed.

  (1) For a vehicle system having a smart operation function that is at least one of unlocking and starting of the vehicle based on a response signal from the smart key to a request signal transmitted from the vehicle to the smart key A system having at least one of a function for inhibiting the smart operation in the vehicle system and a function for notifying when a part of the smart operation is performed. Good.

  By prohibiting the smart operation to the vehicle system, it is possible to reduce the risk of the vehicle being stolen by the relay attack. Further, by notifying when a part of the smart operation is performed, the user of the vehicle such as the driver can notice that the suspicious smart operation has been performed. This can reduce the risk of theft of the vehicle by the relay attack.

  The retrofitting means can be realized, for example, by any of the following three types of configurations. The first configuration is configured by both an on-vehicle apparatus mounted on a vehicle and an apparatus carried by a user of the vehicle. The second configuration includes an on-board device and does not require equipment to be carried by the user of the vehicle. The third configuration includes equipment carried by the user of the vehicle and does not require an on-board device. Examples of the first to third configurations will be described later.

  When the smart key receives a request signal from the vehicle, it may include identification information indicating that the smart key is legitimate in the response signal and transmit the response signal to the vehicle. The smart key converts the ID code in the received request signal to the smart key based on the ID code unique to the request signal, and includes the converted code in the response signal to the vehicle. It is particularly good to send. In this way, the risk of vehicle theft can be further reduced.

  The function of inhibiting the smart operation or the function of notifying when part of the smart operation is performed may be executed, for example, when a predetermined smart operation prohibition condition is satisfied. The "smart operation prohibition condition" may be satisfied when, for example, the user of the vehicle performs an operation to prohibit the smart operation when a situation in which the vehicle is highly likely to be stolen occurs. As a situation in which the vehicle is at high risk of being stolen, for example, it may be a situation in which the user of the vehicle is away from the vehicle by a certain distance. In this case, when the user of the vehicle approaches within a certain distance from the vehicle, the smart operation inhibition may be canceled. For example, as the “constant distance”, it is preferable to adopt a distance in which the intensity of the radio wave attenuates to a certain value. In this case, at least one of the vehicle and the remote device carried by the user of the vehicle may have a function of emitting a radio wave, and the other may have a function of receiving the radio wave. Also, the “fixed distance” may be specified based on the linear distance between the vehicle and the user of the vehicle. The linear distance can be measured by providing a GPS function to the remote device carried by the user of the vehicle and the on-vehicle device mounted on the vehicle. When smart operation is prohibited by the user of the vehicle prohibiting the smart operation, the smart operation is prohibited when the user of the vehicle operates the smart key to unlock the door of the vehicle. It is good to release the

  For example, the “smart operation inhibiting function” may be a function to prevent the vehicle system from being unlocked when the retrofit unit detects that an operation to unlock the door of the vehicle has been performed. Alternatively, it is preferable that the retrofitting means always set the vehicle system in the smart operation prohibition state, and do not release the smart operation prohibition state when an operation to unlock the door is performed.

  As a method of setting the vehicle system to the smart operation prohibition state, it is preferable to set the smart operation valid / invalid state of the vehicle system to invalid via the in-vehicle network such as CAN and a connector such as an OBD connector. The power supply to a device (for example, a verification ECU) that controls the smart operation may be cut off. Signal lines such as a door switch, a foot brake switch, and a push start switch may be shorted or opened.

  The smart entry system may be called variously by automobile manufacturers. For example, smart entry & start system, intelligent key system, Honda smart key smart card key system, keyless start system, keyless access & push start, keyless operation system, key free system, advanced keyless entry & start system, passive entry & start There is a system, smart entry & start system, advanced key system, keyless go & hands free access, comfort access, personal car communication & keyless drive, intelligent access & push button start etc. Generally, those providing the following functions are called smart entry systems.

  The smart entry system includes an on-vehicle device mounted on a vehicle and a portable device (smart key) carried by a user of the vehicle. The in-vehicle device and the smart key are associated with each other, and when the user of the vehicle carries the smart key and approaches the vehicle, the door of the vehicle can be unlocked without touching the smart key. For example, when the user of the vehicle grips the doorknob, the door of the vehicle is unlocked. Conversely, when the user of the vehicle gets off with the smart key carried, the door of the vehicle can be locked without touching the smart key. Hereinafter, in the present specification, locking of the door of the vehicle and unlocking of the door of the vehicle will be simply referred to as “lock” and “unlock”. For example, it can be locked by the user of the vehicle touching a specific part of the doorknob. Furthermore, when the user of the vehicle gets on with the smart key, the engine can be started without touching the smart key. For example, the user of the vehicle can start the engine by operating the engine start button.

(2) The retrofit means includes an in-vehicle device mounted and used in the vehicle, and a remote device carried together with the smart key to emit radio waves.
The on-vehicle apparatus may be a system having a function of inhibiting the smart operation when the intensity of a radio wave from the remote apparatus is equal to or less than a determination level.

  Even if a relay attack is triggered by relaying a wireless signal between the on-vehicle device and smart key of the smart entry system, the remote device of the retrofit means is separated from the vehicle and the intensity of the radio wave from the remote device is judged If below the level, smart operation is prohibited. Therefore, when the vehicle is out of the range of the radio wave emitted by the remote device, the vehicle is not unlocked and the engine is not started. Therefore, the risk of theft of the vehicle due to the relay attack can be reduced. The retrofit unit corresponds to a first configuration configured by both an on-vehicle apparatus mounted on a vehicle and an apparatus carried by a user of the vehicle.

  The on-vehicle apparatus as the retrofit unit may include a radio wave receiving unit that receives a radio wave from the smart key, and a determination unit that determines the intensity of the radio wave. In order to prohibit the smart operation, for example, the in-vehicle device of the retrofit means is connected to the vehicle system, and the smart operation is performed on the vehicle control unit (hereinafter referred to as a verification ECU) that controls the smart operation of the vehicle from the in-vehicle device. It is good to send out the signal which makes The in-vehicle device of the retrofitting means may be connected to an in-vehicle network such as CAN, for example. The connection to the in-vehicle network may be made via a connector such as an OBD connector. When the smart operation is prohibited, the verification ECU may continue the smart operation prohibited state until the smart operation is permitted. The function of this in-vehicle device may be incorporated into the OBD adapter, and the function may be enabled or disabled by a DIP switch or the like.

  The retrofit vehicle unit may allow the smart operation when the intensity of the radio wave from the remote device exceeds a certain level. Thereby, the user of the original vehicle carrying the smart key and the remote device of the retrofit means can approach the vehicle and use the function of the smart entry system.

  The radio wave frequency band used in the smart entry system is used as a radio wave used for communication between the on-vehicle device of the retrofit means and the remote device in order to make relay radio waves transmitted between the on-vehicle device of the retrofit means and the remote device difficult to be relayed. It is recommended to use one of different frequency bands.

  As a remote device, it is preferable to use a portable terminal such as a smartphone provided with a near field wireless communication function such as Bluetooth or WiFi. In this case, it is preferable to associate the in-vehicle device as a retrofit unit with the portable terminal and determine whether the intensity of radio waves such as Bluetooth and WiFi from the associated portable terminal is equal to or less than the determination level. For example, when communication by Bluetooth or WiFi is impossible, it may be determined that the intensity of the radio wave is equal to or less than the determination level. In this case, the position information of the place where the vehicle is locked is stored in the portable terminal, and when the vehicle comes back near the place where the vehicle is locked, for example, the distance from the current position of the portable terminal to the locked place is less than a predetermined distance. When this is the case, it is preferable to start detection of communication availability. Thereby, consumption of the battery by useless communication can be suppressed (battery saving).

  It is preferable to periodically wirelessly transmit a signal including an ID from the remote device to the in-vehicle device. Based on the electric field strength of this signal, the on-vehicle apparatus may detect the approach and departure of the remote apparatus.

(3) The retrofitting means is
A function of acquiring current position information of the vehicle;
A function of receiving current position information of the portable terminal from a portable terminal that is associated with the vehicle, carried along with the smart key, and transmits current position information;
The system may have a function of inhibiting the smart operation based on the relationship between the current position of the vehicle and the current position of the portable terminal.

  For example, based on the relationship between the current position of the vehicle and the current position of the portable terminal, it may be determined whether the user of the vehicle is separated from the vehicle by a predetermined distance or more. The smart operation may be prohibited when the user of the vehicle is separated from the vehicle by a predetermined distance or more. This reduces the risk of vehicle theft due to relay attack. The retrofit unit corresponds to a first configuration configured by both an on-vehicle apparatus mounted on a vehicle and an apparatus carried by a user of the vehicle.

  The function of acquiring the current position of the vehicle and the function of receiving current position information of a portable terminal carried by a user of the vehicle may be implemented by an on-vehicle device mounted on the vehicle. As a portable terminal carried by the user of the vehicle, it is preferable to use a general smartphone or the like on which dedicated application software is installed. In addition, a dedicated terminal may be prepared as a portable terminal carried by the user of the vehicle.

  If the distance from the current position of the vehicle to the current position of the portable terminal is less than the determination value in a state where the smart operation is prohibited, the smart operation may be permitted. Thereby, the user of the vehicle can perform unlocking by the smart operation.

  The vehicle and the portable terminal may acquire the current position using the GPS function. If the distance from the current position of the vehicle to the current position of the mobile terminal can not be calculated because the GPS radio wave does not reach, it is preferable to prohibit the smart operation. This can reduce the risk of theft of the vehicle by the relay attack. In this case, the user of the vehicle can operate the smart key to unlock the vehicle. After the vehicle is unlocked by the operation of the smart key, smart operation may be allowed. After allowing smart operation, engine start by smart operation becomes possible.

(4) The retrofitting means is
A function of detecting a remote control lock operation which is an operation of locking the vehicle by the user operating the smart key;
The system may have a function of inhibiting the smart operation when the remote control lock operation is detected.

  If the user locks the vehicle by performing the remote control lock operation, the risk of the vehicle being stolen due to the relay attack is reduced. The retrofit means corresponds to a second configuration that includes an on-vehicle device and does not require a remote device. The user of the vehicle does not have to carry any device other than the vehicle's genuine smart key.

  When the vehicle is locked by the remote control lock operation, unlocking by the smart operation can not be performed. In this case, the user can unlock the vehicle by operating the smart key. After the vehicle is unlocked by operating the smart key, smart operation may be allowed. This enables the user to start the engine by smart operation.

  If there is a low possibility that a relay attack will be set up, for example, when parked at a parking lot at home, it is preferable not to perform remote control lock operation but to perform lock by smart operation. In this way, for example, a vehicle parked in a home parking lot can be unlocked by smart operation. If there is a high possibility that a relay attack will be set up, for example, when parked in a parking lot of a shopping center, it may be locked by remote control lock operation. In this way, the risk of theft of the vehicle due to the relay attack can be reduced.

(5) The retrofitting means is
A function of detecting that the user has performed a prescribed operation when the vehicle is dismounted;
The system may have a function of inhibiting the smart operation based on a detection result of the lock operation by the predetermined operation and the smart operation.

  By explicitly performing the prescribed operation by the user, the smart operation can be inhibited to reduce the risk of the vehicle being stolen by the relay attack. The retrofit means corresponds to a second configuration that includes an on-vehicle device and does not require a remote device. The user of the vehicle does not have to carry any device other than the vehicle's genuine smart key.

  As the prescribed operation, for example, an operation on a vehicle may be performed. The operation on the vehicle may be, for example, an operation of an operation button, an operation lever, an operation switch or the like attached to the vehicle retrofitted, or an operation not performed at the time of normal alighting. For example, an operation combining two or more operations on the vehicle may be performed. As an operation combining two or more operations, for example, an operation of stepping on the brake pedal with the door opened may be performed. The basic information for detecting whether or not the brake pedal is depressed while the door is open may be obtained from the vehicle via, for example, an on-vehicle network such as CAN or an on-vehicle network such as CAN or the like.

  When the vehicle is locked by the smart operation together with the prescribed operation, the smart operation can not be unlocked. In this case, the user can unlock the vehicle by operating the smart key. After the vehicle is unlocked by operating the smart key, smart operation may be allowed. This enables the user to start the engine by smart operation.

  Contrary to the processing that prohibits the smart operation when the user performs the specified operation, the smart operation is prohibited when the user does not perform the specified operation and the smart operation is performed when the user performs the specified operation May be allowed.

  (6) The retrofit unit may be a system having a function of inhibiting the smart operation until a predetermined time has elapsed since the vehicle was locked.

  Vehicle thieves who rely on relay attacks tend to follow relay users who get out of the vehicle and start relay attacks when they leave the vehicle. For this reason, after a long time has passed since the user got off, the risk of vehicle theft due to the relay attack is reduced. By prohibiting the smart operation from the time the vehicle is locked until the specified time has elapsed, the risk of the vehicle being stolen by the relay attack can be reduced. The retrofit means corresponds to a second configuration that includes an on-vehicle device and does not require a remote device. The user of the vehicle does not have to carry any device other than the vehicle's genuine smart key. In addition, the user of the vehicle does not have to perform a special operation to prohibit the smart operation.

  The retrofit in-vehicle apparatus may acquire the information in which the vehicle is locked via the in-vehicle network such as CAN and a connector such as an OBD connector, and may immediately send a signal for inhibiting the smart operation to the verification ECU. The on-vehicle apparatus may have a clock, and may transmit a signal for permitting the smart operation to the verification ECU when a predetermined time has elapsed since the vehicle lock.

  The retrofit means preferably has a function of unlocking the vehicle when receiving an unlock signal by the operation of the smart key by the user before the specified time elapses from the time of locking the vehicle. In this case, when the user gets into the vehicle while the specified time has elapsed since the lock of the vehicle, the user can unlock the vehicle by operating the smart key.

(7) The retrofitting means is
A function of registering a user of the vehicle by biometric authentication;
The system may have a function of identifying a person around the vehicle by biometrics and inhibiting the smart operation when it can not be determined that a registered user is present around the vehicle.

  Since smart operation is prohibited when a registered user can not find around the vehicle, the risk of vehicle theft due to relay attack is reduced in a situation where the user is away from the vehicle. When the user approaches the vehicle and the presence of the user is confirmed by biometrics authentication, the user can perform smart operation unlocking. The retrofit means corresponds to a second configuration that includes an on-vehicle device and does not require a remote device. The user of the vehicle does not have to carry any device other than the vehicle's genuine smart key. In addition, the user of the vehicle does not have to perform a special operation to prohibit the smart operation.

  The process of finding the registered user may be performed, for example, when the unlock operation by the smart operation is performed. For example, the smart operation prohibition state may be constantly set, and the smart operation prohibition state may be released when a registered user is found.

  As biometrics authentication, face authentication, fingerprint authentication or the like may be used. In the case of using face recognition, it is preferable to install a camera for imaging the surroundings of the vehicle in the car. When fingerprint authentication is used, a fingerprint authentication sensor may be attached to a doorknob or the like.

  (8) The retrofit means includes key storage means carried by the user of the vehicle in a state where radio waves radiated from the smart key are shielded by storing the smart key, and the key storage means It is preferable that the system implement the function of inhibiting the smart operation by preventing the response signal from the smart key from reaching the vehicle.

  By storing the smart key in the key storage means, the risk of vehicle theft due to relay attack can be reduced. When the user wants to unlock the vehicle, the smart key may be removed from the key storage means. The retrofit means includes equipment carried by the user of the vehicle, and corresponds to a third configuration that does not require an on-vehicle device. In this system, there is no need to retrofit any devices to the vehicle.

  Preferably, the key storage means has a function of issuing an alarm when receiving a request signal from a vehicle. When unlocking the vehicle by smart operation, the vehicle transmits a request signal to the smart key. Since the distance to which this request signal reaches is as short as about 1 m, the key storage means normally does not receive the request signal when the user is away from the vehicle. If the key storage means receives a request signal even though the user is away from the vehicle, there is a high possibility that a relay attack has been installed. The user of the vehicle can notice that there is a possibility that a relay attack has been installed to his / her vehicle by an alarm from the key storage means. This makes it possible to prevent the theft of the vehicle.

  Instead of shielding the radio waves almost completely by the key storage means, the radio waves may be attenuated so as to limit the reach of the radio waves to an extremely short distance. When the thief mounts a relay attack, the thief must approach the user to receive and relay radio waves from the smart key carried by the user. When the key storage means attenuates the radio wave, the thief needs to approach the user at an unnatural distance to receive the radio wave. If a thief can not receive radio waves even if it gets close enough to receive radio waves from a regular smart key, there is a high possibility that the thief will give up theft of the vehicle by relay attack. This reduces the risk of theft of the vehicle by the relay attack.

  The key storage unit is configured to receive radio waves so that the distance at which the transmitter / receiver used for relay attack can receive radio waves from the smart key is considered to be that the user has approached an unnatural distance with a third party. It is good to attenuate it. For example, it is preferable to attenuate the radio wave so that the receivable distance of the radio wave from the smart key is about 50 cm. Even when the smart key is stored in the key storage unit, the user can perform unlocking by the smart operation by approaching the vicinity of the pole of the vehicle.

  Instead of shielding the radio waves almost completely by the key storage means, the key storage means may provide directivity to the radio waves emitted from the smart key. For example, the user may carry the key storage means in a fixed position so as to have directivity in front of him. In general, thieves are more likely to approach users from behind. If the user holds the key storage means in a fixed orientation so as to have directivity in front of him, the radio wave from the smart key is not radiated to the back of the user, so the thief uses Even if you approach the person from behind, you can not receive radio waves from the smart key. The thief is likely to give up on theft of the vehicle by relay attack if it can not receive radio waves even when approaching the user from behind. This reduces the risk of theft of the vehicle by the relay attack.

  Since radio waves are radiated to the front of the user, the user can face the vehicle and perform unlocking by the smart operation even with the smart key stored in the key storage means.

  (9) A system having a function of determining whether or not the mode of the operation of unlocking the vehicle is abnormal by the smart operation, and prohibiting the smart operation when it is determined that the operation is abnormal. You should do it.

  The thief often performs a smart unlock operation on the vehicle in a manner different from the normal unlock operation. An operation in which the mode of the operation for unlocking the vehicle is abnormal may be different from the normal operation performed when the user opens the door. For example, usually, the doorknob may be gripped once to unlock the vehicle, but thieves tend to repeat the operation of gripping the doorknob several times in a short time. By prohibiting the smart operation when the mode of operation for unlocking is abnormal, the risk of theft of the vehicle due to the relay attack can be reduced. The retrofit means corresponds to a second configuration that includes an on-vehicle device and does not require a remote device. The user of the vehicle does not have to carry any device other than the vehicle's genuine smart key.

  For example, after the unlocking operation is performed, if the unlocking operation is repeated a plurality of times without opening the door, it may be determined that the mode of the unlocking operation is abnormal. The operation of unlocking depends on the specifications of the smart entry system mounted on the vehicle. For example, the operation of holding the doorknob is the unlocking operation.

  (10) The retrofit unit may be a system including a key attached device which is carried along with the smart key and issues an alarm when the response signal from the smart key is detected.

  When the user carrying the smart key approaches the vehicle, the smart key transmits a response signal in response to a request signal from the vehicle. If a warning is issued even though the user is not approaching the vehicle, it can be considered that a relay attack is set up and the radio wave of the request signal is relayed from the vehicle to the smart key. The user can notice that there is a high possibility that a relay attack has been installed on his vehicle by the alarm issued by the key-related device. This makes it possible to prevent the theft of the vehicle. The retrofit means includes equipment carried by the user of the vehicle, and corresponds to a third configuration that does not require an on-vehicle device.

  Sound, light or the like may be used as an alarm issued by the key-attached device. Since the key-related device is often carried in a pocket or bag, it is preferable to emit an alarm sound. Among the smart keys, an element (such as an LED) having a light emitting function is attached, and there is one that turns on or blinks the light emitting element when transmitting a response signal. A key-associated device corresponding to such a smart key may detect light emitted from the smart key to emit an alarm sound.

(11) The retrofitting means is
Imaging means for capturing an image of at least one of the inside and the surroundings of the vehicle;
Processing means for storing image data acquired by the imaging means in a storage means or uploading the image data to an external server from the time the vehicle is locked or when the unlock operation by the smart operation is detected It is good to set it as the system of any one of -10.

  Vehicle thieves with relay attacks keep the driver off the vehicle and are more likely to commit a crime when the vehicle disappears, and they do not keep up with the driver for an extended period of time. Therefore, there is a high probability that the relay attack may cause theft within a certain period of time after the vehicle is locked. Further, when the vehicle is stolen by the relay attack, the unlock operation by the smart operation is detected. When an image is acquired by the imaging means from the time when the vehicle is locked or when the unlock operation is detected, there is a high possibility that the thief may be reflected in the image. For this reason, the image data stored in the storage means or the image data uploaded to the server can be important evidence for identifying the thief.

  When a predetermined time has elapsed since the vehicle was locked, the risk of theft due to the relay attack is reduced. Therefore, it is preferable to stop the imaging by the imaging means when the predetermined time has elapsed since the vehicle was locked. The battery consumption can be reduced as compared with the case where image data is continuously and constantly acquired. The retrofit means corresponds to a second configuration that includes an on-vehicle device and does not require a remote device.

(12) The vehicle includes a verification ECU which is set to a smart operation prohibition state in which the smart operation is prohibited or a smart operation permission state in which the smart operation is permitted,
The system according to any one of claims 1 to 11, wherein the retrofit means sets the collation ECU to the smart operation prohibition state.

  Since the retrofit unit sets the verification ECU in the smart operation prohibition state, it is possible to disable the smart operation unlocking and the smart operation start of the engine. When the state of the verification ECU is the smart operation prohibition state, the risk of the vehicle being stolen by the relay attack is reduced.

  The verification ECU may prevent the vehicle from transmitting a request signal for the smart key when the smart operation is in a prohibited state. When the request signal is not transmitted, the smart key does not return a response signal, so that the smart operation does not unlock.

(13) The vehicle has an antenna for transmitting the request signal by radio.
The retrofitting means is
Switch means for switching between conduction and non-conduction of the feed line of the antenna;
It is preferable to set up a system including: processing means for inhibiting the smart operation by controlling the switch means to turn off the feeder line.

  When the feed line of the antenna is turned off, the radio wave of the request signal is not emitted from the vehicle. As a result, smart operation is not performed and the risk of theft of the vehicle due to relay attack is reduced. It is possible to put the smart operation into the prohibited state without the retrofitting means changing the state of the verification ECU. As the switch means, a relay which mechanically switches between conduction and non-conduction, or a semiconductor switching element which electrically switches between conduction and non-conduction may be used.

  (14) The retrofit means prohibits the smart operation by inactivating the sensor that detects the operation of unlocking the vehicle by the smart operation or blocking transmission of the detection result from the sensor It should be a system that

  When the sensor is inoperative or when the transmission of the detection result from the sensor is interrupted, unlocking by the smart operation can not be performed. This reduces the risk of vehicle theft due to relay attacks. This sensor may detect, for example, that the doorknob has been gripped. In this case, the vehicle is not unlocked even when the user grips the doorknob.

  (15) The retrofit unit may be a system that prohibits the smart operation by blocking power supply to a verification ECU that performs transmission of the request signal and control of reception of the response signal.

  The retrofitting means may shut off the power supply to the verification ECU when a predetermined smart operation prohibition condition is satisfied. By shutting off the power supply to the verification ECU, it is not possible to unlock by smart operation and start the engine by smart operation. If the smart operation prohibition condition is not satisfied, power supply to the verification ECU may be resumed. The battery of the vehicle and the verification ECU may be connected via a dedicated adapter, and the dedicated adapter may be controlled to shut off and restart power supply to the verification ECU.

  (16) The retrofit means includes a remote device carried along with the smart key, and the remote device detects a radio wave in a frequency band of the request signal, and the frequency of at least one of the request signal and the response signal It is preferable that the system have a function of emitting band jamming radio waves.

  The interference wave is radiated, so that the smart key can not detect the request signal relayed by the relay of the thief, or the relay of the thief relays the response signal from the smart key together with the interference. Therefore, the vehicle can not detect the response signal. As a result, the thief can not unlock the vehicle by the relay attack.

  When the user of the vehicle gets into the vehicle, the vehicle can be unlocked by performing the remote control unlocking operation. The remote device may be provided with a switch or button that disables the emission function of the jamming signal. The user of the vehicle can unlock the vehicle by performing a smart unlocking operation by operating the switch or the button to disable the emission function of the jamming wave. The retrofit means includes equipment carried by the user of the vehicle, and corresponds to a third configuration that does not require an on-vehicle device.

  If the frequency of the jamming signal emitted by the remote device is in the frequency band of the request signal, the jamming signal may be radiated for a time that the smart key can not decode the data included in the request signal. For example, the emission of the jamming signal may be stopped after the falling edge of the request signal in a general smart entry system. In the period from the rise to the fall of the request signal, the jamming radio wave may be emitted only for a time that decoding of part of the data included in the request signal becomes impossible. The strength of the jamming signal may be increased to such an extent that the smart key carried with the remote device can not detect the request signal. In addition, it may be reduced to such an extent that the smart key of the third party around the user of the vehicle is not adversely affected.

  If the frequency of the jamming signal emitted by the remote device is in the frequency band of the response signal, the jamming signal may be radiated for a time that the vehicle can not decode the data contained in the response signal from the smart key. For example, the stop of the emission of the jamming signal may be after the falling point of the response signal in a general smart entry system. In the period from the rise to the fall of the response signal, the jamming radio wave may be emitted only for a time that decoding of a part of data included in the response signal becomes impossible. The intensity of the jamming signal may be increased to such an extent that the vehicle can not detect the response signal.

  (17) The remote device acquires a physical quantity dependent on the distance from the vehicle to the remote device, compares the physical quantity dependent on the distance with a predetermined level, and the distance from the vehicle to the remote device is the If it is determined that the distance is equal to or less than the distance corresponding to the predetermined level, the system may further have a function of not emitting the jamming radio wave.

  The user can unlock the vehicle by using the vehicle to a distance equal to or less than the distance corresponding to the predetermined level and performing the unlock operation by the smart operation.

  As a physical quantity depending on the distance from the vehicle to the remote device, it is preferable to use the radio wave intensity of the radio wave of the signal periodically transmitted from the on-vehicle device mounted on the vehicle to the remote device. The signal may include a vehicle ID identifying the vehicle, and the remote device may be associated with the vehicle. The remote device may use the RSSI value of the radio wave of the signal including the vehicle ID of the associated vehicle as a physical quantity dependent on the distance from the vehicle to the remote device. As such a radio wave, it is preferable to use a radio wave which satisfies the standard of the specific low power radio. Also, radio waves conforming to the Bluetooth Low Energy (BLE) standard may be used.

  The inventions described in (1) to (17) above can be combined arbitrarily. For example, at least a part of the configuration of at least one invention of (2) or later may be added to the configuration of all or part of the invention shown in (1). In particular, at least a part of the invention of (2) or later may be added to the invention of (1). Further, arbitrary configurations may be extracted from the inventions shown in (1) to (17), and the extracted configurations may be combined. The applicant of the present application has the intention to acquire the rights to the invention including these configurations. Further, even if there is a description of "in case of" "at time of", it is not described as a configuration limited in that case or at that time. We also disclose the configuration in these cases and not at times, and have the intention to acquire the right. Moreover, the part which is described with the order is not limited to this order. It also discloses the configuration in which some parts are deleted or the order is changed, and has the intention to acquire the right.

  In a vehicle or the like on which a smart entry system or the like is already mounted, it is possible to reduce the risk of theft or the like due to a relay attack.

  The effect of the invention of the present application is not limited to this, and the effect to be exerted from the portion of the configuration disclosed in the present specification and the drawings is also disclosed. Have the intention to For example, in the present specification, a portion described as “can be” is a description that clearly indicates the effect to be exerted, and there is a portion showing an effect even if it is not described as “can”. Moreover, even if there is no such description, the effect grasped | ascertained by the said structure exists.

1A and 1B are schematic views of a vehicle system to which the system according to the first embodiment is applied. FIG. 2A is a block diagram of a vehicle system and a system according to a first embodiment attached to the vehicle system, and FIG. 2B is a state transition diagram for explaining the operation of the vehicle system and the retrofitted system. FIG. 3 is a block diagram of a vehicle system and a system according to a second embodiment retrofitted to the vehicle system. FIG. 4A is a block diagram of a vehicle system and a system according to a third embodiment added to the vehicle system, and FIG. 4B is a state transition diagram for explaining the operation of the vehicle system and the retrofitted system. FIG. 5 is a state transition diagram for explaining the operation of the vehicle system and the system according to the fourth embodiment to be added later. FIG. 6A is a block diagram of a vehicle system and a system according to a fifth embodiment retrofitted to the vehicle system, and FIG. 6B is a state transition diagram for explaining the operation of the vehicle system and the retrofitted system. FIG. 7A is a block diagram of a vehicle system and a system according to a sixth embodiment to be added to the vehicle system, FIG. 7B is a block diagram of a remote device configuring the system according to the sixth embodiment, and FIG. FIG. 18 is a schematic view of a remote device constituting a system according to a first modification of the sixth embodiment. FIG. 8A is a block diagram of a vehicle system and a system according to a seventh embodiment to be added to the vehicle system, and FIG. 8B is a state for explaining the operation of the vehicle system and the system according to the seventh embodiment to be retrofitted. FIG. FIG. 9A is a block diagram of a vehicle system and a system according to an eighth embodiment to be added to the vehicle system, FIG. 9B is a block diagram of a remote apparatus constituting the system according to the eighth embodiment, and FIG. FIG. 10 is a diagram showing a transmission / reception sequence of signals when a relay attack is set. FIG. 10A is a block diagram of a vehicle system and a system according to a ninth embodiment to be added to the vehicle system, and FIG. 10B is a diagram showing an operation of a processing device of the system according to the ninth embodiment. FIG. 11 is a block diagram of a vehicle system and a system according to a tenth embodiment retrofitted to the vehicle system. FIG. 12 is a block diagram of a vehicle system and a system according to an eleventh embodiment retrofitted to the vehicle system. FIG. 13 is a block diagram of a vehicle system and a system according to a twelfth embodiment retrofitted to the vehicle system. FIG. 14 is a block diagram of a vehicle system and a system according to a thirteenth embodiment retrofitted to the vehicle system. FIG. 15A is a diagram showing a transmission / reception sequence of signals when a relay attack is set when the system according to the fourteenth embodiment is used, and FIG. 15B is a diagram showing a vehicle and a smart in a general smart entry system. Fig. 15C is a timing chart of signals between the key and the key, and Fig. 15C is a timing chart of signals between the vehicle, the smart key, and the remote device when the system according to the fourteenth embodiment is used. FIG. 16 is a diagram showing a signal transmission / reception sequence when a relay attack is set when the system according to the fifteenth embodiment is used.

[First embodiment]
A system according to a first embodiment will be described with reference to FIGS. 1A to 2B.
1A and 1B are schematic views of a vehicle system to which the system according to the first embodiment is applied. The vehicle system provided with the system according to the first embodiment includes a vehicle 100 and a smart key 102. A vehicle 100 is mounted with an in-vehicle device 101 of a smart entry system. The in-vehicle device 101 and the smart key 102 constitute a so-called smart entry system. The smart key 102 is carried by a user such as a driver of the vehicle 100.

  The smart entry system may be called variously by automobile manufacturers. For example, smart entry & start system, intelligent key system, Honda smart key smart card key system, keyless start system, keyless access & push start, keyless operation system, key free system, advanced keyless entry & start system, passive entry & start There is a system, smart entry & start system, advanced key system, keyless go & hands free access, comfort access, personal car communication & keyless drive, intelligent access & push button start etc. Generally, those providing the following functions are called smart entry systems.

  The in-vehicle device 101 and the smart key 102 are associated with each other, and when the user of the vehicle 100 carries the smart key 102 and approaches the vehicle, the door is held by gripping the door knob of the vehicle 100 without touching the smart key 102 Can be unlocked. Conversely, when the user of the vehicle 100 gets off with the smart key 102 carried out, the door is locked by touching a specific portion for locking the door knob of the vehicle 100 without touching the smart key 102. Can. Furthermore, when the user of the vehicle 100 gets on the vehicle carrying the smart key 102, the engine can be started by operating the engine start button without touching the smart key 102. Such locking, unlocking, and engine starting are referred to as smart operation. Also, such lock operation and unlock operation are referred to as "smart lock operation" and "smart unlock operation", respectively.

  The system according to the first embodiment includes a remote device 22 carried together with a smart key 102 by a user, and an on-vehicle device 21 mounted on a vehicle 100. Radio waves are periodically emitted from the remote device 22, and the on-vehicle device 21 receives the radio waves from the remote device 22. When the radio wave intensity from the remote device 22 exceeds the predetermined threshold (when the in-vehicle device 21 is in the range of the remote device 22 (FIG. 1A)), the in-vehicle device 21 allows the smart operation of the vehicle system. If the radio wave intensity from the remote device 22 is less than a predetermined threshold (if the in-vehicle device 21 is out of the range of the remote device 22 (FIG. 1B)), the in-vehicle device 21 prohibits the smart operation of the vehicle system. In the present specification, there is a case where the remote device 22 is in the range or out of range based on the vehicle 100 when the on-vehicle device 21 is in the range or out of range of the remote device 22.

  If the "predetermined threshold value" is too large, the remote device 22 has to be brought too close to the vehicle 100 in order for the user to perform the smart unlock operation. If the “predetermined threshold” is too small, the smart unlock operation may unlock the vehicle 100 even if the user carrying the remote device 22 is far from the vehicle 100. The “predetermined threshold value” is reduced to a degree that does not cause inconvenience when the user performs a normal smart unlock operation, and when the user leaves the vehicle 100 by such a distance as not to notice the theft of the vehicle 100. , Smart operation is set to be prohibited.

  FIG. 2A is a block diagram of a vehicle system 110 and a system 20 according to a first embodiment retrofitted to the vehicle system 110. The system 20 according to the first embodiment includes an on-board unit 21 and a remote unit 22. The vehicle system 110 includes the vehicle 100 and the smart key 102, and the system 20 according to the first embodiment is retrofitted to the vehicle system 110. Vehicle 100 includes a verification ECU 103 connected to CAN 107, a receiver 104, a transmitter 105, and an OBD connector 106.

  Verification ECU 103 monitors whether smart key 102 exists in the vicinity of the vehicle, and when it is determined that smart key 102 exists in the vicinity of vehicle 100, sets the state of vehicle 100 to the smart operation permission state. If it is determined that the smart key 102 does not exist in the vicinity of the vehicle 100, the state of the vehicle 100 is set to the smart operation prohibited state. When the smart lock operation, smart unlock operation, and engine start operation are performed when the state of the vehicle 100 is in the smart operation permission state, a command to execute the lock, unlock, and engine start of the vehicle via the CAN 107 It transmits to each ECU which performs these control. When the state of the vehicle 100 is the smart operation prohibition state, even if the smart lock operation, the smart unlock operation, and the engine start operation are performed, the command to execute the operation of the vehicle lock, unlock and engine start is transmitted. do not do.

  The transmitter 105 wirelessly transmits a request signal from the transmitting antenna 108 to the smart key 102. The frequency of the request signal is, for example, the LF band (for example, 124 kHz, 134 kHz, etc.), and the reach distance is about 1 m. The smart key 102 wirelessly transmits a response signal to the vehicle 100 when the request signal is received. The frequency of the response signal is, for example, the UHF band (for example, 312 MHz to 315 MHz). The verification ECU 103 electronically verifies the ID code of the vehicle 100 and the ID code of the smart key 102, and enables the smart operation such as locking, unlocking, and engine start of the vehicle 100 if both are verified. .

  The in-vehicle device 21 of the system 20 to be retrofitted is connected to the CAN 107 via the OBD connector 106. The in-vehicle device 21 has a function of acquiring a signal flowing through the CAN 107, communicating with the verification ECU 103 via the CAN, and the like. The remote device 22 wirelessly transmits a confirmation signal periodically. The in-vehicle device 21 determines whether the remote device 22 is out of range or in range with reference to the vehicle 100 according to the radio wave intensity of the confirmation signal. A smart operation prohibition command signal or a smart operation allowance command signal is transmitted to the verification ECU 103 based on the determination result.

  FIG. 2B is a state transition diagram for explaining the operation of the vehicle system 110 (FIG. 2A) and the retrofitted system 20 (FIG. 2A). When the ignition switch of the vehicle system 110 is turned off, the verification ECU 103 sets the state of the vehicle 100 to the smart operation permission state. This state is stored in the verification ECU 103. When the remote device 22 moves out of the range from the area with the vehicle 100 as a reference, the in-vehicle device 21 transmits a smart operation prohibition signal to the verification ECU 103. When receiving the smart operation prohibition signal, collation ECU 103 sets vehicle 100 to the smart operation prohibition state.

  When the remote device 22 moves out of the service area, the on-vehicle device 21 transmits a smart operation permission signal to the verification ECU 103. When receiving the smart operation permission signal, verification ECU 103 sets vehicle 100 to the smart operation permission state.

  Next, the excellent effects of the system according to the first embodiment will be described. In the case where the system 20 according to the first embodiment is not used, when a relay attack is set, even if the user carrying the smart key 102 goes far out of the service area of the vehicle 100, the request signal and the response signal are relayed and smart operation is performed. Unlocking is allowed.

  In the case of using the system 20 according to the first embodiment, when the remote device 22 is out of range with respect to the vehicle 100, the vehicle 100 is set in the smart operation prohibited state. Therefore, even if a relay attack relaying communication between the vehicle 100 and the smart key 102 is installed, unlocking of the vehicle 100 by the smart operation can not be performed. In addition, even if the thief breaks into the car, smart operation is prohibited, so the engine can not be started by smart operation. Thereby, the risk of theft of the vehicle 100 due to the relay attack can be reduced.

  When the user carrying the remote device 22 approaches the vehicle 100, the verification ECU 103 sets the state of the vehicle 100 to the smart operation permission state, and the user performs unlocking by the normal smart operation and engine start. be able to.

  Next, superior effects will be described in comparison with a system called a conventional auto keyless system (made by Jupiter). The auto keyless system is not equipped with a smart entry system, and is retrofitted to a vehicle that locks and unlocks using an old remote control key. The auto keyless system includes an on-vehicle device and a remote controller carried by a user. When the user carrying the remote control device approaches the vehicle, the in-vehicle device detects the approach of the remote control device and unlocks the vehicle. When the remote control device moves away from the vehicle, the in-vehicle device locks the vehicle. Therefore, the user can lock and unlock the vehicle without operating the genuine remote control key.

  In such an auto keyless system, there have been cases in which locking and unlocking are repeated around the threshold value for determining whether the remote control device has approached the vehicle. When the system according to the first embodiment is used, locking and unlocking of the vehicle is performed by the smart lock operation and the smart unlock operation. For example, the operation of the user touching a predetermined portion for locking the doorknob and the operation of grasping the doorknob lock and unlock the vehicle. Therefore, unnecessary locking and unlocking is not repeated.

Modification of First Embodiment
Next, a modification of the first embodiment will be described. In the first embodiment, although the remote device 22 periodically transmits the confirmation signal, the periodic transmission of the confirmation signal is stopped when the remote device 22 is obviously out of the range with respect to the vehicle 100. It is good to do. This can reduce battery consumption. In order to realize this function, the remote device 22 may be provided with a GPS function. For example, when the remote device 22 stores the current position when the vehicle 100 is locked and the distance from the position where the vehicle is locked to the current position of the remote device 22 is longer than a predetermined determination threshold, periodic transmission of the confirmation signal It is good to stop The “predetermined determination threshold” may be a distance from the vehicle 100 to the user when the user is far from the vehicle 100 to such an extent that there is no possibility of performing a normal smart lock operation and a smart unlock operation.

  It is preferable that the in-vehicle device 21 have a function of adjusting the threshold of the radio wave intensity which determines the out-of-range condition of the remote device 22. Thereby, the size of the area in which the smart operation can be performed can be changed.

  The functions of the in-vehicle device 21 of the system 20 according to the first embodiment may be incorporated into an OBD adapter so that these functions can be turned on and off by a mechanical switch such as a DIP switch.

  As the remote device 22, it is preferable to use a general smartphone, a tablet terminal or the like having near field wireless communication function such as WiFi or Bluetooth. By installing dedicated applications in these terminals, these general-purpose terminals can be operated as the remote device 22 of the system 20 according to the first embodiment. The in-vehicle device 21 may determine whether the intensity of radio waves from a terminal such as Bluetooth or WiFi is equal to or less than a determination level. For example, when communication by Bluetooth or WiFi is impossible, it may be determined that the intensity of the radio wave is equal to or less than the determination level. In this case, the position information of the place where the vehicle is locked is stored in the terminal, and when the vehicle comes back near the place where the vehicle is locked, for example, the distance from the current position of the terminal to the place where it is locked becomes less than a predetermined distance. Then, it is preferable to start detection of communication availability. Thereby, consumption of the battery by useless communication can be suppressed (battery saving).

  The radio wave used for communication between the on-vehicle apparatus 21 and the remote apparatus 22 is different from the radio wave frequency band used in the smart entry system in order to make relay between the on-vehicle apparatus 21 and the remote apparatus 22 difficult to be relayed. It is better to use one in the frequency band.

  It is preferable to periodically wirelessly transmit a signal including an ID from the remote device 22 to the on-vehicle device 21. The on-vehicle apparatus 21 may detect the approach and departure of the remote apparatus 22 based on the radio wave intensity of the signal including the ID.

Second Embodiment
Next, a system according to a second embodiment will be described with reference to FIG. Hereinafter, the description of the configuration common to that of the system 20 (FIG. 2A) according to the first embodiment will be omitted.

  FIG. 3 is a block diagram of a vehicle system 110 and a system 20 according to a second embodiment retrofitted to the vehicle system 110. A GPS receiver is mounted on each of the on-vehicle device 21 and the remote device 22 of the system 20 according to the second embodiment. In the first embodiment, it is determined based on the field intensity of the confirmation signal transmitted from the remote device 22 whether or not the in-vehicle device 21 prohibits the smart operation. In the second embodiment, the remote device 22 transmits a confirmation signal including information indicating the current position of the remote device 22. The in-vehicle device 21 determines whether the in-vehicle device 21 prohibits the smart operation based on the current position of the in-vehicle device 21 and the current position of the remote device 22. For example, when the distance from the in-vehicle device 21 to the remote device 22 is longer than the determination threshold, the in-vehicle device 21 performs a process to prohibit the smart operation.

  Next, the excellent effects of the system according to the second embodiment will be described. Also in the second embodiment, as in the first embodiment, the risk of theft of the vehicle due to the relay attack can be reduced. In the second embodiment, when the distance from the vehicle 100 to the remote device 22 is longer than the determination threshold, even if the confirmation signal transmitted from the remote device 22 to the on-vehicle device 21 is relayed by the thief, Smart operation is not permitted unless the current position information is rewritten. Therefore, the risk of theft of the vehicle by the relay attack can be further reduced.

Modification of Second Embodiment
As the remote device 22 of the system 20 according to the second embodiment, a general smartphone, a tablet terminal or the like in which a dedicated application is installed may be used. If the GPS radio wave does not reach at least one of the in-vehicle device 21 and the remote device 22 and the current position can not be identified, the in-vehicle device 21 may prohibit the smart operation. This can reduce the risk of theft of the vehicle by the relay attack. At this time, it is preferable that the user of the vehicle 100 can unlock the vehicle 100 by operating the unlock button of the smart key 102.

Third Embodiment
A system 20 according to a third embodiment will now be described with reference to FIGS. 4A and 4B. Hereinafter, the description of the configuration common to that of the system 20 (FIG. 2A) according to the first embodiment will be omitted.

  FIG. 4A is a block diagram of a vehicle system 110 and a system 20 according to a third embodiment retrofitted to the vehicle system 110. The smart key 102 is provided with a lock button 102L and an unlock button 102U. When the user of the vehicle 100 performs an operation of pressing the lock button 102L (remote control lock operation), the verification ECU 103 detects that the operation of the lock button 102L has been performed, and locks the vehicle 100. Similarly, when the user of the vehicle 100 performs an operation to press the unlock button 102U (remote control unlock operation), the verification ECU 103 detects that the operation of the unlock button 102U has been performed, and unlocks the vehicle 100. . The verification ECU 103 performs locking by the remote control locking operation and unlocking by the remote control unlocking operation regardless of whether the state of the vehicle 100 is the smart operation prohibited state or the permitted state.

  The system 20 according to the third embodiment comprises an on-vehicle device 21. In the third embodiment, the device corresponding to the remote device 22 of the system 20 according to the first embodiment is unnecessary.

  FIG. 4B is a state transition diagram for explaining the operation of the vehicle system 110 and the retrofitted system 20. When the ignition switch of the vehicle 100 is turned off, the verification ECU 103 sets the state of the vehicle 100 to the smart operation permission state. When the user gets off the vehicle and performs a smart lock operation, for example, an operation of touching a predetermined portion for locking the doorknob without operating the smart key 102, the on-vehicle device 21 sends a smart operation permission signal to the verification ECU 103. Send. The verification ECU 103 maintains the state of the vehicle 100 in the smart operation permission state.

  When the user gets off the vehicle and performs the remote control lock operation, a signal indicating that this operation has been performed flows to the CAN 107. When the in-vehicle device 21 detects a signal indicating that the remote control lock operation has been performed via the CAN 107 and the OBD connector 106, it transmits a smart operation prohibition signal to the verification ECU 103. When receiving the smart operation prohibition signal, collation ECU 103 sets the state of vehicle 100 to the smart operation prohibition state.

  When the verification ECU 103 detects that the unlock button 102U of the smart key 102 is operated when the vehicle 100 is in the smart operation prohibition state, the verification ECU 103 unlocks the vehicle 100. When the in-vehicle device 21 detects that the unlock button 102U of the smart key 102 is operated via the CAN 107 and the OBD connector 106, it transmits a smart operation permission signal to the verification ECU 103. When receiving the smart operation permission signal, verification ECU 103 sets vehicle 100 to the smart operation permission state.

  Next, excellent effects of the system 20 according to the third embodiment will be described. When the user gets off the vehicle 100 and performs the remote control lock operation, the in-vehicle device 21 sets the vehicle 100 in the smart operation prohibited state, so that the risk of the vehicle being stolen due to the relay attack can be reduced. The user does not have to carry the remote device 22 of the first embodiment with the smart key 102.

  In the case where the user parks the vehicle 100 in a parking lot having a high risk of being attacked by relay attack, for example, in a parking lot such as a shopping center where an unspecified number of third parties may approach the vehicle 100, It is good to perform lock operation and set smart operation prohibition state. Then, the risk of theft of the vehicle by the relay attack can be reduced. After the user performs remote control unlocking operation and gets into the vehicle 100, the engine can be started by smart operation.

  When the vehicle 100 is parked in a parking lot where the relay attack is unlikely to be installed, such as a home parking lot, the user may perform the smart lock operation. Then, the smart unlock operation can be performed to get in the vehicle 100.

Modification of Third Embodiment
In the third embodiment, the vehicle 100 is set in the smart operation prohibited state by performing the remote lock operation at the time of getting off. Instead of the function of detecting the remote lock operation, a function of detecting that the user has performed a prescribed operation when getting off may be provided. When the in-vehicle device 21 detects that the prescribed operation has been performed, the smart operation may be prohibited.

  As the prescribed operation, for example, an operation on a vehicle may be performed. The operation on the vehicle may be, for example, an operation of an operation button, an operation lever, an operation switch or the like attached to the vehicle retrofitted, or an operation not performed at the time of normal alighting. For example, an operation combining two or more operations on the vehicle may be performed. As an operation combining two or more operations, for example, an operation of stepping on the brake pedal with the door opened may be performed. The basic information for detecting whether or not the brake pedal is depressed while the door is open may be obtained from the vehicle 100 via the CAN 107 and the OBD connector 106, for example.

  Contrary to the processing that prohibits the smart operation when the user performs the specified operation, the smart operation is prohibited when the user does not perform the specified operation and the smart operation is performed when the user performs the specified operation May be allowed.

Fourth Embodiment
Next, a system according to a fourth embodiment will be described with reference to FIG. Hereinafter, the description of the configuration common to that of the system 20 (FIG. 2A) according to the first embodiment will be omitted.

  FIG. 5 is a state transition diagram for explaining the operation of the vehicle system 110 and the system 20 according to the fourth embodiment to be retrofitted. The system 20 according to the fourth embodiment, like the system 20 according to the third embodiment shown in FIG. 4A, has an on-vehicle device 21 and does not require a remote device to be carried by the user.

  When the ignition switch is turned off, the on-vehicle device 21 detects that the ignition switch is turned off via the CAN 107 and the OBD connector 106. When the in-vehicle device 21 detects that the ignition switch is turned off, it transmits a smart operation prohibition signal to the verification ECU 103. As a result, the verification ECU 103 sets the vehicle 100 in the smart operation prohibition state.

  Thereafter, when the vehicle 100 is locked, the on-vehicle device 21 acquires information on the locked vehicle 100 via the CAN 107 and the OBD connector 106. The in-vehicle device 21 measures an elapsed time from the time when the vehicle 100 is locked. When the specified time has elapsed from the point of locking, the in-vehicle device 21 transmits a smart operation permission signal to the verification ECU 103. Thereby, collation ECU 103 sets vehicle 100 in the smart operation permission state.

  When the remote control unlocking operation is performed when the vehicle 100 is in the smart operation prohibition state, the verification ECU 103 unlocks the vehicle 100. When detecting that the remote control unlocking operation has been performed, the in-vehicle device 21 transmits a smart operation permission signal to the verification ECU 103. As a result, the verification ECU 103 sets the vehicle 100 in the smart operation permission state.

  Next, excellent effects of the system 20 according to the fourth embodiment will be described. In the fourth embodiment, after the vehicle 100 is locked, the state of the vehicle 100 is set to the smart operation prohibition state until a specified time elapses. Even if a relay attack is launched during this period, the risk of vehicle theft is low.

  Vehicle thieves who rely on relay attacks tend to follow relay users who get out of the vehicle and start relay attacks when they leave the vehicle. For this reason, after a long time has passed since the user got off, the risk of vehicle theft due to the relay attack is reduced. Therefore, even if smart operation is permitted after a predetermined time has elapsed since the vehicle 100 was locked, a sufficient effect of reducing the risk of the vehicle being stolen by a relay attack can be obtained. As the “specified time”, for example, it is preferable to set the time for the thief to give up the relay attack device.

Fifth Embodiment
Next, a system according to a fifth embodiment will be described with reference to FIGS. 6A and 6B. Hereinafter, the description of the configuration common to that of the system 20 (FIG. 2A) according to the first embodiment will be omitted.

  FIG. 6A is a block diagram of a vehicle system 110 and a system 20 according to a fifth embodiment retrofitted to the vehicle system 110. In the fifth embodiment, the on-vehicle apparatus 21 of the system 20 includes a processing unit 23 and a camera 24. The camera 24 captures the periphery of the vehicle 100 and generates image data. The processing device 23 has a function of analyzing the image data generated by the camera 24 by the face authentication application and determining whether a user registered in advance exists in the image.

  FIG. 6B is a state transition diagram for explaining the operation of the vehicle system 110 and the retrofitted system 20. When the ignition switch is turned off, the processing device 23 detects that the ignition switch is turned off, and transmits a smart operation prohibition signal to the verification ECU 103. Thereby, the verification ECU 103 sets the vehicle 100 in the smart operation prohibited state.

  When the smart unlocking operation is performed, the processing device 23 detects that the smart unlocking operation has been performed. The processing device 23 acquires image data from the camera 24 and determines whether a user registered in advance exists in the image. If it is determined that the user registered in advance does not exist in the image, the processing device 23 maintains the smart operation prohibition state without transmitting a signal permitting the smart operation to the verification ECU 103. If the processing device 23 determines that a pre-registered user is present in the image, the processing device 23 transmits a smart operation permission signal to the verification ECU 103. As a result, the verification ECU 103 sets the vehicle 100 in the smart operation permission state.

  Next, excellent effects of the system 20 according to the fifth embodiment will be described. Usually, when a relay attack is set, the user is not in the vicinity of the vehicle 100. For this reason, even if a relay attack is set, the vehicle 100 is maintained in the smart operation prohibited state. Therefore, the risk of theft of the vehicle due to the relay attack can be reduced.

  When the user registered in advance performs the unlocking operation of the vehicle 100, it is determined that the user is present in the image captured by the camera 24. Therefore, the user can unlock the vehicle 100 by performing the smart unlock operation. Usually, the user stands near the driver's door and performs smart unlocking operation, so the camera 24 may be arranged to image at least the outside of the driver's door.

  The processing device 23 controls the camera 24 to perform imaging when the smart unlock operation is performed, and executes the face authentication application. Therefore, the battery consumption can be reduced as compared with the case of periodically executing the imaging and face recognition application.

Modification of the fifth embodiment
In the fifth embodiment, face authentication is used to determine whether a user exists, but other biometric authentication may be used. For example, fingerprint authentication may be used. When fingerprint authentication is used, a fingerprint authentication sensor may be attached to a doorknob or the like.

  In the fifth embodiment, it is determined whether or not the user exists in the vicinity of the vehicle 100 when the smart unlock operation is performed. However, regardless of the presence or absence of the smart unlock operation, the user is determined It may be determined periodically whether or not it exists near the vehicle 100. In this case, the processing device 23 may transmit a smart operation permission signal to the verification ECU 103 if it is determined that the user is present in the vicinity of the vehicle 100, and may transmit a smart operation prohibition signal if it is determined that it does not exist.

Sixth Embodiment
Next, a system according to a sixth embodiment will be described with reference to FIGS. 7A and 7B. Hereinafter, the description of the configuration common to that of the system 20 (FIG. 2A) according to the first embodiment will be omitted.

  FIG. 7A is a block diagram of a vehicle system 110 and a system 20 according to a sixth embodiment retrofitted to the vehicle system 110. In the first embodiment, the retrofitted system 20 is configured of the on-vehicle device 21 and the remote device 22 carried by the user, but the system 20 according to the sixth embodiment is carried by the user. It comprises the remote device 22 and does not require an on-vehicle device mounted on the vehicle 100.

  FIG. 7B is a block diagram of the remote device 22 that comprises the system 20 according to the sixth embodiment. The smart key storage unit 30 stores the smart key 102 (FIG. 7A). The smart key storage unit 30 is covered with an electromagnetic shield 31. The electromagnetic shield 31 shields radio waves radiated from the smart key 102 stored in the smart key storage unit 30 and radio waves directed to the smart key 102.

  The processing device 33 has a function of receiving, via the receiver 32, a request signal transmitted from the vehicle 100 (FIG. 7A) and a response signal transmitted from the smart key 102 (FIG. 7A). When the user operates the registration release button 35, the remote device 22 can be registered. When the remote device 22 is in the registered state, the processing device 33 receives the request signal transmitted from the corresponding vehicle 100 and the response signal transmitted from the corresponding smart key 102, whereby the ID and the smart of the corresponding vehicle 100 are transmitted. It has a function of registering the ID of the key 102. When the user operates the registration release button 35, the registered ID can also be deleted. When receiving the request signal from the corresponding vehicle 100 or the response signal from the corresponding smart key 102, the processing device 33 causes the alarm issuing device 34 to issue an alarm. For example, a speaker may be used as the alarm issuing device 34.

  Next, the excellent effects of the system 20 according to the sixth embodiment will be described. Even if the vehicle 100 transmits a request signal, if the smart key 102 is stored in the smart key storage unit 30, the request signal does not reach the smart key 102. Alternatively, even if the request signal reaches the smart key 102 and the smart key 102 transmits a response signal, the response signal does not reach the vehicle 100. Therefore, even if the relay attack is set, the vehicle 100 is not unlocked.

  When the user carries the remote device 22 away from the vehicle 100, the request signal from the vehicle 100 does not reach the remote device 22. For example, the distance that the request signal can reach is about 1 m. Therefore, when the user is outside (outside the area) where the request signal can reach, the remote device 22 does not issue an alarm. If an alarm is issued despite the user being out of range, there is a high possibility that a relay attack has been installed. The user can notice that there is a high possibility that the relay attack is installed on his / her vehicle 100 by the issued alarm. Even if the smart key 102 is forgotten to be stored in the smart key storage unit 30, this alarm function operates effectively.

[Modification of the sixth embodiment]
A first modification of the sixth embodiment will be described with reference to FIG. 7C. In the sixth embodiment, the smart key storage unit 30 is almost completely electromagnetically shielded, but in the first modification, as shown in FIG. 7C, a portion not electromagnetically shielded is provided. Therefore, directivity is given to the sensitivity of the radio wave incident on the smart key 102 stored in the smart key storage unit 30 and the radio wave emitted from the smart key 102.

  The user may carry the remote device 22 with his / her posture so as to have directivity in front of him / her. In general, thieves are more likely to approach users from behind. When the user holds the remote device 22 in a fixed manner so as to have directivity in front of him / her, a relay attack relay is used to request signal from the user's back to the user. Even if a radio wave is emitted, the request signal does not reach the smart key 102. Alternatively, even if the radio wave of the response signal is emitted from the smart key 102, the radio wave of the response signal does not reach the relay possessed by the thief approaching behind the user. If the thief can not receive the radio wave from the smart key 102 even when approaching the user from behind, the thief is likely to give up theft of the vehicle by the relay attack. This reduces the risk of theft of the vehicle by the relay attack.

  Since the radio wave from the front of the user can be received by the smart key 102 and the radio wave from the smart key 102 is radiated to the front of the user, the user turns to the vehicle and performs the smart unlock operation. If done, the vehicle can be unlocked.

  In the second modification of the sixth embodiment, instead of the remote device 22 shielding a radio wave almost completely, the radio wave is attenuated so as to limit the arrival distance of the radio wave to an extremely short distance. When the thief mounts a relay attack, the thief must approach the user in order to receive and relay the radio wave from the smart key 102 carried by the user. When the remote device 22 attenuates the radio wave, the thief has to approach the user at an unnatural distance in order to receive the radio wave. If the thief can not receive a radio wave even if it gets close enough to receive the radio wave from the normal smart key 102, there is a high possibility that the thief will give up theft of the vehicle by the relay attack. This reduces the risk of theft of the vehicle by the relay attack.

  The remote device 22 should attenuate the radio wave to such an extent that the thief must approach the user to an unnatural distance for the relay used for the relay attack to receive the radio wave from the smart key 102. . For example, the radio wave may be attenuated so that the receivable distance of the radio wave from the smart key 102 is approximately 50 cm. In this case, even when the smart key 102 is stored in the remote device 22, the user can perform unlocking by the smart operation by approaching the vicinity of the pole of the vehicle.

Seventh Embodiment
Next, a system according to a seventh embodiment will be described with reference to FIGS. 8A and 8B. Hereinafter, the description of the configuration common to that of the system 20 (FIG. 2A) according to the first embodiment will be omitted.

  FIG. 8A is a block diagram of a vehicle system 110 and a system 20 according to a seventh embodiment retrofitted to the vehicle system 110. The system 20 according to the seventh embodiment comprises an on-vehicle apparatus 21. In the seventh embodiment, the device corresponding to the remote device 22 of the system 20 according to the first embodiment is unnecessary.

  FIG. 8B is a state transition diagram for explaining the operation of the vehicle system 110 and the system 20 according to the seventh embodiment to be retrofitted. When the ignition switch is turned off, the on-vehicle device 21 detects that the ignition switch is turned off, and transmits a smart operation permission signal to the verification ECU 103. As a result, the verification ECU 103 sets the vehicle 100 in the smart operation permission state.

  When the unlocking operation of the vehicle is performed, the in-vehicle device 21 receives a signal corresponding to the unlocking operation. The in-vehicle device 21 determines whether the mode of the unlocking operation is abnormal. If it is determined that the mode of the unlocking operation is abnormal, the in-vehicle device 21 transmits a smart operation prohibition signal to the verification ECU 103. When receiving the smart operation prohibition signal, collation ECU 103 sets vehicle 100 to the smart operation prohibition state.

  Next, excellent effects of the system 20 according to the seventh embodiment will be described. The thief often performs an unlocking operation on the vehicle 100 in a mode different from a normal smart unlocking operation. For example, usually, the doorknob may be grasped once to unlock the vehicle 100, but the thief is likely to repeat the operation of grasping the doorknob several times in a short time. By prohibiting the smart operation when the mode of operation for unlocking is abnormal, the risk of theft of the vehicle 100 due to the relay attack can be reduced.

  An operation in which the mode of the smart unlocking operation for unlocking the vehicle 100 is abnormal may be different from the normal operation performed when the user opens the door. For example, after the smart unlocking operation is performed, if the smart unlocking operation is repeated multiple times again without opening the door, it may be determined that the mode of the unlocking operation is abnormal. The smart unlocking operation depends on the specification of the smart entry system mounted on the vehicle 100. For example, the operation of holding the doorknob is often referred to as smart unlocking operation.

Eighth Embodiment
Next, a system according to an eighth embodiment will be described with reference to FIGS. 9A to 9C. Hereinafter, the description of the same configuration as that of the system 20 (FIG. 7A) according to the sixth embodiment will be omitted.

  FIG. 9A is a block diagram of a vehicle system 110 and a system 20 according to an eighth embodiment retrofitted to the vehicle system 110. The remote device 22 according to the sixth embodiment has the smart key storage unit 30 (FIG. 7B) for storing the smart key, but the remote device 22 according to the eighth embodiment is carried by the user together with the smart key 102. Ru. The smart key 102 need not necessarily be housed in a container.

  FIG. 9B is a block diagram of a remote device 22 that constitutes a system 20 according to an eighth embodiment. The remote device 22 has a receiver 32, a processing device 33, an alarm issuing device 34, and a deregistration button 35. The processing device 33 has a function of receiving the response signal transmitted from the smart key 102 through the receiver 32. The user can operate the registration release button 35 to place the remote device 22 in the registered state. The processing device 33 has a function of registering the ID of the corresponding smart key 102 by receiving the response signal transmitted from the corresponding smart key 102 during the registered state. When the user operates the registration release button 35, the registered ID can also be deleted.

  FIG. 9C is a diagram showing a transmission / reception sequence of signals when a relay attack is set. The request signal transmitted from the vehicle 100 is relayed by the relays 50 and 51 for relay attack and transmitted to the smart key 102. When the smart key 102 transmits a response signal, the response signal is transmitted to the vehicle 100 via the relays 51 and 50. The response signal transmitted from the smart key 102 is also received by the remote device 22. When the processing device 33 of the remote device 22 receives the response signal from the smart key 102, the alarm issuing device 34 issues an alarm. For example, a speaker may be used as the alarm issuing device 34.

  Next, the excellent effects of the system 20 according to the sixth embodiment will be described. The user of the vehicle 100 can notice from the alarm from the remote device 22 that there is a high possibility that a relay attack has been installed. When the user notices the alarm, the user can immediately return to the vehicle 100 or respond to the police.

[Ninth embodiment]
Next, a system according to a ninth embodiment will be described with reference to FIGS. 10A and 10B. Hereinafter, the description of the same configuration as that of the system 20 (FIGS. 6A and 6B) according to the fifth embodiment will be omitted.

  FIG. 10A is a block diagram of a vehicle system 110 and a system 20 according to a ninth embodiment retrofitted to the vehicle system 110. The system 20 includes a processing unit 23, a camera 24, a storage unit 25, and a transmission circuit 26. The camera 24 is installed in the vehicle 100 so as to capture an image of at least one of the inside and the outside of the vehicle 100. The storage device 25 stores image data captured by the camera 24. The transmission circuit 26 wirelessly transmits the image data to an external server or the like.

  FIG. 10B illustrates the operation of the processing unit 23 of the system 20 according to the ninth embodiment. When the ignition switch is turned off and a lock operation of the vehicle 100 or a smart unlock operation is detected, the processing device 23 controls the camera 24 to start imaging. When a predetermined time has elapsed from the start of imaging, imaging is stopped. The captured image data is stored in the storage device 25 and uploaded from the transmission circuit 26 to an external server.

  Next, excellent effects of the system 20 according to the ninth embodiment will be described. A vehicle thief due to relay attack has a tendency to follow the driver who got off the vehicle 100, and when the vehicle 100 disappears, it is more likely to go to the crime, and it may be said that he will follow the driver for a long time do not do. Therefore, there is a high probability that the relay attack may cause theft within a certain period of time after the vehicle 100 is locked. Further, when the vehicle 100 is stolen by the relay attack, the unlock operation by the smart operation is detected. If an image is acquired by the camera 24 from the time the vehicle 100 is locked or the smart unlock operation is detected, there is a high possibility that the thief may be reflected in the image. For this reason, the image data stored in the storage device 25 or the image data uploaded to the server can be important evidence for identifying the thief.

  When a predetermined time has elapsed since the vehicle 100 was locked, the risk of theft due to the relay attack is reduced. Therefore, the imaging by the camera 24 is stopped when the predetermined time has elapsed since the vehicle 100 was locked. It is also good. The battery consumption can be reduced as compared with the case where image data is continuously and constantly acquired. The “predetermined time” may be a time from when the user locks the vehicle 100 until the risk of vehicle theft due to the relay attack is almost eliminated.

  Next, a modification of the ninth embodiment will be described. In the ninth embodiment, the image data is stored in the storage unit 25 and uploaded from the transmission circuit 26 to the server. However, one of the processes may be executed.

Tenth Embodiment
A system 20 according to a tenth embodiment will now be described with reference to FIG. Hereinafter, the description of the configuration common to that of the system 20 (FIG. 2A) according to the first embodiment will be omitted. In the tenth embodiment, a method of setting the vehicle 100 in the smart operation prohibition state will be described. The tenth embodiment can be applied to various embodiments in which the retrofit system 20 includes the on-vehicle apparatus 21.

  FIG. 11 is a block diagram of a vehicle system 110 and a system 20 according to a tenth embodiment retrofitted to the vehicle system 110. The system 20 includes an in-vehicle device 21. The verification ECU 103 of the vehicle 100 includes a storage device that stores the smart operation prohibition flag 120. When the in-vehicle device 21 transmits a smart operation prohibition signal to the collation ECU 103, the collation ECU 103 sets a smart operation prohibition flag. When the in-vehicle device 21 transmits the smart operation permission signal to the verification ECU 103, the verification ECU 103 resets the smart operation prohibition flag.

  The state in which the smart operation prohibition flag 120 is set corresponds to the smart operation prohibition state, and the state in which the smart operation prohibition flag 120 is reset corresponds to the smart operation allowance state.

  As in the tenth embodiment, the state of the vehicle 100 may be set to the smart operation prohibition state or the smart operation allowance state by setting or resetting the smart operation prohibition flag 120. When the vehicle 100 is in the smart operation prohibition state, the matching ECU 103 may not transmit a request signal from the vehicle 100 to the smart key 102. When the request signal is not transmitted, the smart key 102 does not return a response signal, so that the smart operation does not unlock.

Eleventh Embodiment
Next, a system 20 according to an eleventh embodiment will be described with reference to FIG. Hereinafter, the description of the configuration common to that of the system 20 (FIG. 2A) according to the first embodiment will be omitted. In the eleventh embodiment, a method of setting the vehicle 100 in the smart operation prohibition state will be described. The eleventh embodiment can be applied to various embodiments in which the retrofit system 20 includes the on-vehicle apparatus 21.

  FIG. 12 is a block diagram of a vehicle system 110 and a system 20 according to an eleventh embodiment retrofitted to the vehicle system 110. The system 20 includes a processing unit 23 and a relay 27. The relay 27 is inserted in a feed line from the transmitter 105 to the transmission antenna 108. The processing device 23 controls the on / off of the relay 27.

  When the processing unit 23 turns off the relay 27, the request signal is not radiated from the transmitting antenna 108. For this reason, smart operation lock and unlock can not be executed. The state in which the relay 27 is turned off corresponds to the smart operation prohibited state, and the state in which the relay 27 is turned on corresponds to the smart operation permitted state.

[12th embodiment]
Next, a system 20 according to a twelfth embodiment will be described with reference to FIG. Hereinafter, the description of the configuration common to that of the system 20 (FIG. 2A) according to the first embodiment will be omitted. In the twelfth embodiment, one method of setting the vehicle 100 in the smart operation prohibition state will be described. The twelfth embodiment can be applied to various embodiments in which the retrofit system 20 includes the on-vehicle apparatus 21.

  FIG. 13 is a block diagram of a vehicle system 110 and a system 20 according to a twelfth embodiment retrofitted to the vehicle system 110. The sensor 109 of the vehicle system 110 is connected to the verification ECU 103 via the CAN 107. The sensor 109 detects a smart unlock operation by the user of the vehicle 100, for example, an operation in which the user grips the doorknob. When the unlocking operation is performed, the verification ECU 103 receives, from the sensor 109, a signal notifying that the unlocking operation has been performed.

  The system 20 comprises a processing unit 23 and a relay 28. The relay 28 is inserted in the communication line between the sensor 109 and the CAN 107. The processing device 23 performs on / off control of the relay 28. When the relay 28 is turned off, a signal notifying that the smart unlocking operation is performed does not reach the verification ECU 103. Therefore, the vehicle 100 is not unlocked even if the smart unlocking operation is performed. The state in which the relay 28 is turned off corresponds to the smart operation prohibited state, and the state in which the relay 28 is turned on corresponds to the smart operation permitted state.

[13th embodiment]
Next, a system 20 according to a thirteenth embodiment will be described with reference to FIG. Hereinafter, the description of the configuration common to that of the system 20 (FIG. 2A) according to the first embodiment will be omitted. In the thirteenth embodiment, one method of setting the vehicle 100 to the smart operation prohibition state will be described. The thirteenth embodiment can be applied to various embodiments in which the retrofit system 20 includes the on-vehicle apparatus 21.

  FIG. 14 is a block diagram of a vehicle system 110 and a system 20 according to a thirteenth embodiment retrofitted to the vehicle system 110. The system 20 is configured by an adapter 29. Power is supplied from the battery 113 of the vehicle 100 to the verification ECU 103 via the adapter 29. The adapter 29 turns on and off the supply of power from the battery 113 to the verification ECU 103. When the adapter 29 turns off the supply of power to the verification ECU 103, the verification ECU 103 does not operate, and therefore locking and unlocking can not be performed by the smart operation. The state in which the adapter 29 shuts off the power supply corresponds to the smart operation prohibition state, and the state in which the power is supplied to the verification ECU 103 via the adapter 29 corresponds to the smart operation permission state.

  The adapter 29 may be provided with an alarm device such as a speaker. For example, when the adapter 29 detects that the smart unlocking operation has been performed in the smart operation prohibited state, an alarm may be output from the alarm device. Thereby, the theft deterrent effect of the vehicle 100 by the relay attack can be obtained.

[14th embodiment]
A system 20 according to a fourteenth embodiment will now be described with reference to FIGS. 15A-15C. Hereinafter, the description of the configuration common to that of the system 20 according to the first embodiment will be omitted. The system according to the fourteenth embodiment includes the remote device 22 (FIG. 2A) carried by the user together with the smart key 102 (FIG. 2A), and the on-vehicle device 21 (FIG. 2A) is not necessarily required.

  FIG. 15A is a diagram showing a transmission / reception sequence of signals when a relay attack is set. The request signal transmitted from the vehicle 100 is relayed by the relays 50 and 51 for relay attack and transmitted to the smart key 102. A radio wave of a frequency band (for example, an LF band such as 124 kHz and 134 kHz) of the relayed request signal is detected by the remote device 22 carried by the user.

  When the remote device 22 detects radio waves in the frequency band of the request signal, it emits jamming radio waves in the frequency band of the request signal. As this jamming wave propagates to the smart key 102, the smart key 102 can not detect the request signal. Thus, the remote device 22 functions as a jammer.

  FIG. 15B is a timing chart of signals between the vehicle 100 and the smart key 102 in a general smart entry system. The vehicle 100 periodically transmits a wake signal. The wake signal is a signal for starting the operation of the smart key 102. The smart key 102 returns an ACK signal to the vehicle 100 when the wake signal is received. When the vehicle 100 receives the ACK signal, the vehicle 100 transmits a request signal including information such as a vehicle ID to the smart key 102. When the smart key 102 receives the request signal, the smart key 102 transmits a response signal to the vehicle. The wake signal can also be considered as a request signal for requesting the smart key 102 to start an operation. Therefore, in the present specification, the wake signal and the request signal illustrated in FIG. 15B are collectively referred to as a request signal. Depending on the smart entry system, the vehicle 100 may transmit a request signal without the smart key 102 returning an ACK signal in response to the wake signal.

  FIG. 15C is a timing chart of signals between the vehicle 100, the smart key 102, and the remote device 22 when the system according to the fourteenth embodiment is used. When the remote device 22 detects radio waves in the wake signal (request signal) frequency band, it emits jamming radio waves in the same frequency band. Thus, the smart key 102 can not detect the wake signal. Furthermore, while the jamming wave is being emitted, the request signal after the wake signal can not be detected.

  Next, excellent effects of the system according to the fourteenth embodiment will be described. In the fourteenth embodiment, as a jamming wave is emitted from the remote device 22, the smart key 102 can not detect the request signal from the vehicle 100. For this reason, the smart key 102 does not send back a response signal. Since no response signal is sent back to the vehicle 100, the thief can not unlock the vehicle by the relay attack. This can reduce the risk of theft of the vehicle due to the relay attack. The user of the vehicle 100 can unlock the vehicle by performing the remote control unlocking operation even when the interfering radio wave is emitted.

Modification of the fourteenth embodiment
Next, a modification of the fourteenth embodiment will be described.
The remote device 22 may be provided with a switch for disabling the emission function of the jamming wave. The user of the vehicle can unlock the vehicle by performing a smart unlock operation by operating the switch to invalidate the radiation function of the jamming signal.

  The remote device 22 may have a function of disabling the function of radiating the jamming wave depending on the level of the physical quantity depending on the distance from the vehicle 100 to the remote device 22. For example, when it is determined that the distance from the vehicle 100 to the remote device 22 is equal to or less than the distance corresponding to the predetermined level by comparing the physical quantity depending on the distance and the predetermined level, the emission of the jamming wave is not performed. Good. If the remote device 22 is provided with this function, the user can approach his vehicle and perform smart unlocking operation to unlock the vehicle. The “predetermined level” is a range of a distance that allows the user to notice the theft of the vehicle 100 while maintaining a distance that does not cause inconvenience when the user performs the unlock operation by the normal smart operation. It is good to make it a corresponding level.

  As a physical quantity depending on the distance from the vehicle 100 to the remote device 22, it is preferable to use the radio wave intensity of the radio wave of a signal periodically transmitted from the on-vehicle device 21 (FIG. 2A) mounted on the vehicle 100 to the remote device 22. The remote device 22 may be associated with the vehicle 100 including a vehicle ID identifying the vehicle 100 in this signal. The remote device 22 may use the RSSI value of the radio wave of the signal including the vehicle ID of the associated vehicle 100 as a physical quantity depending on the distance from the vehicle 100 to the remote device 22. As such a radio wave, it is preferable to use a radio wave which satisfies the standard of the specific low power radio. Also, radio waves conforming to the Bluetooth Low Energy (BLE) standard may be used.

  It is preferable that the remote device 22 emit a jamming time for the time that the smart key 102 can not decode the data included in the request signal. For example, the emission of the jamming signal may be stopped after the falling edge of the request signal in a general smart entry system. In the period from the rise to the fall of the request signal, the jamming radio wave may be emitted only for a time that decoding of part of the data included in the request signal becomes impossible. The lower limit value of the strength of the jamming signal is that the smart key 102 carried with the remote device 22 can not detect the request signal, and the third party's smart key around the user of the vehicle 100 is used. The upper limit value may be set to a level that does not adversely affect the

[Fifteenth embodiment]
Next, a system according to a fifteenth embodiment will be described with reference to FIG. Hereinafter, the description of the same configuration as that of the system 20 (FIG. 15A) according to the fourteenth embodiment will be omitted. In the fourteenth embodiment, the remote device 22 emits jamming radio waves in the frequency band of the request signal. However, in the sixteenth embodiment, the remote device 22 has the response frequency band (for example, UHF band such as 312 MHz to 315 MHz). It emits jamming radio waves.

  FIG. 16 is a diagram showing a transmission / reception sequence of signals when the relay attack is set. The request signal transmitted from the vehicle 100 is relayed by the relays 50 and 51 for relay attack and transmitted to the smart key 102. The radio wave of the frequency band (for example, 124 kHz, 134 kHz band) of the relayed request signal is detected by the remote device 22 and the smart key 102 carried by the user.

  The smart key 102 transmits a response signal to the vehicle 100. The remote device 22 that has detected radio waves in the frequency band of the request signal emits jamming radio waves in the frequency band of the response signal. Therefore, the relay 51 carried by the thief can not relay the response signal. As a result, the relay attack can not unlock the vehicle. This can reduce the risk of theft of the vehicle due to the relay attack. The user of the vehicle 100 can unlock the vehicle by performing the remote control unlocking operation even when the interfering radio wave is emitted.

[Modification of the fifteenth embodiment]
Also in the fifteenth embodiment, as in the modification of the fourteenth embodiment, it is preferable to have a function of invalidating the emission of interfering radio waves according to the distance from the vehicle 100 to the remote device 22.

  It is preferable for the remote device 22 to emit a jamming signal for a time that the vehicle 100 can not decode the data contained in the response signal from the smart key 102. For example, the stop of the emission of the jamming signal may be after the falling point of the response signal in a general smart entry system. In the period from the rise to the fall of the response signal, the jamming radio wave may be emitted only for a time that decoding of a part of data included in the response signal becomes impossible. The intensity of the jamming signal may be increased to such an extent that the relay unit 51 can not detect the response signal normally.

  The frequency of the radio wave used for the response signal differs depending on the manufacturer of the vehicle. The system according to the fifteenth embodiment should cover all frequency bands of radio waves used by various manufacturers. The system according to the fifteenth embodiment may be constructed for each maker.

  The scope of the present invention is not limited to the configurations and limitations explicitly described in the specification, and includes within the scope a combination of the various aspects of the present invention disclosed herein. Among the present inventions, the configuration to be patented is specified in the appended claims, but the present treatment is disclosed in the present specification even if the configuration is not specified in the claims. Will be claimed in the future.

  The present invention is not limited to the configuration described in the above-described embodiment. The components of the above-described embodiments and modifications may be arbitrarily selected and combined. Further, any component of each embodiment or modification, and any component described in the means for solving the invention or a component embodying the any component described in the means for solving the invention And may be configured in any combination. These also have the intention to acquire the right in the correction or divisional application etc. of the present application. Further, even if there is a description of "in case of" "at time of", it is not described as a configuration that is limited in that case or at that time. We also disclose the configuration in these cases and not at times, and have the intention to acquire the right. Moreover, the part which is described with the order is not limited to this order. It also discloses the configuration in which some parts are deleted or the order is changed, and has the intention to acquire the right.

  In addition, he / she has the intention to acquire the right for a full design or a partial design by applying for a change to a design application. The drawing is a drawing in which the whole of the device is drawn by a solid line, but is a drawing including not only the whole design but also the partial design claimed for a part of the device. For example, it is a drawing in which a part of the device is included as a partial design as well as a part of the device regardless of the members. A part of the device may be a part of the device or a part of the member. In addition to the overall design, we have the intention to entitle the partial design with any part in the solid line part of the drawing as the broken line part.

Reference Signs List 20 system 21 system in-vehicle device 22 system remote device 23 processing device 24 camera 25 storage device 26 transmission circuit 27, 28 relay 29 adapter 30 smart key storage 31 electromagnetic shield 32 receiver 33 processing device 34 alarm issuing device 35 registration cancellation Button 50, 51 Repeater 100 Vehicle 101 In-vehicle device 102 Smart key 102 L Lock button 102 U Unlock button 103 Verification ECU
104 Receiver 105 Transmitter 106 OBD connector 107 CAN
108 transmit antenna 109 sensor 110 vehicle system 113 battery 120 smart operation prohibition flag

Claims (17)

  It is retrofitted to a vehicle system having a function of performing smart operation which is at least one of unlocking and starting of the vehicle based on a response signal from the smart key to a request signal transmitted from the vehicle to the smart key. A system that includes at least one of a function for inhibiting the smart operation in the vehicle system and a function for notifying when part of the smart operation is performed. The retrofit means includes an in-vehicle device mounted and used in the vehicle, and a remote device carried together with the smart key to emit radio waves.
The system according to claim 1, wherein the in-vehicle device has a function of inhibiting the smart operation when the intensity of the radio wave from the remote device is equal to or less than a determination level. The retrofitting means is
A function of acquiring current position information of the vehicle;
A function of receiving current position information of the portable terminal from a portable terminal that is associated with the vehicle, carried along with the smart key, and transmits current position information;
The system according to claim 1, further comprising: a function of inhibiting the smart operation based on a relation between a current position of the vehicle and a current position of the mobile terminal. The retrofitting means is
A function of detecting a remote control lock operation which is an operation of locking the vehicle by the user operating the smart key;
The system according to any one of claims 1 to 3, further comprising: a function of inhibiting the smart operation when the remote control lock operation is detected. The retrofitting means is
A function of detecting that the user has performed a prescribed operation when the vehicle is dismounted;
The system according to any one of claims 1 to 4, further comprising: a function of inhibiting the smart operation based on a detection result of the predetermined operation and a lock operation by the smart operation.   The system according to any one of claims 1 to 5, wherein the retrofit means has a function of inhibiting the smart operation until a predetermined time has elapsed since the vehicle was locked. The retrofitting means is
A function of registering a user of the vehicle by biometric authentication;
7. The smart operation system according to claim 1, further comprising: a function for inhibiting the smart operation when a person around the vehicle is identified by biometrics and it can not be determined that a registered user is present around the vehicle. The system described in.   The retrofit means includes key storage means carried by a user of the vehicle in a state where radio waves radiated from the smart key are shielded by storing the smart key, and the key storage means is The system according to any one of claims 1 to 7, wherein a function to prohibit the smart operation is realized by preventing the response signal from the smart key from reaching the vehicle.   The retrofit means has a function of determining whether or not the mode of the operation of unlocking the vehicle by the smart operation is abnormal, and prohibiting the smart operation when it is determined that the operation is abnormal. The system according to any one of 8.   The system according to any one of claims 1 to 9, wherein the retrofit means includes a key associated device carried along with the smart key and emitting an alarm upon detection of the response signal from the smart key. The retrofitting means is
Imaging means for capturing an image of at least one of the inside and the surroundings of the vehicle;
Processing means for storing image data acquired by the imaging means in a storage means or uploading it to an external server from the time when the vehicle is locked or when the unlock operation by the smart operation is detected The system according to any one of 1 to 10. The vehicle includes a verification ECU which is set to a smart operation prohibition state in which the smart operation is prohibited or a smart operation permission state in which the smart operation is permitted,
The system according to any one of claims 1 to 11, wherein the retrofit means sets the verification ECU to the smart operation prohibition state. The vehicle has an antenna for transmitting the request signal by radio.
The retrofitting means is
Switch means for switching between conduction and non-conduction of the feed line of the antenna;
The system according to any one of claims 1 to 11, further comprising: processing means for inhibiting the smart operation by controlling the switch means to make the feeder non-conductive.   The retrofit unit prohibits the smart operation by inactivating a sensor that detects an operation of unlocking the vehicle or blocking transmission of a detection result from the sensor. The system according to any one of the above.   12. The smart card according to claim 1, wherein the retrofit unit prohibits the smart operation by blocking power supply to a verification ECU that performs transmission of the request signal and control of reception of the response signal. System.   The retrofit means includes a remote device carried along with the smart key, and the remote device detects radio waves in a frequency band of the request signal and interferes with at least one of the frequency bands of the request signal and the response signal. The system according to any one of claims 1 to 15, having a function of emitting radio waves.   The remote device acquires a physical quantity dependent on the distance from the vehicle to the remote device, compares the physical quantity dependent on the distance with a predetermined level, and the distance from the vehicle to the remote apparatus is at the predetermined level The system according to claim 16, further comprising a function of not emitting the jamming wave when it is determined that the distance is equal to or less than a corresponding distance.

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