JP7071726B2 - system - Google Patents

Description

The present invention relates to a system or the like associated with a vehicle or the like.

Conventional vehicle theft has generally been a method using a tow truck in the middle of the night or in a place with little traffic, a method using an immobilizer cutter, or the like. In order to reduce the risk of vehicle theft by such a method, a retrofit security device that generates an alarm sound when an impact or door opening is detected and notifies the security remote controller has been used.

A system (so-called smart entry system) that enables the arm (security on) and disarm (security off) of the vehicle without operating the key by linking with the genuine key of the vehicle has appeared. A crime has occurred in which the RF signal at the time of unlocking the genuine key (smart key) of the smart entry system is hacked and the security function of the vehicle is released by using this signal to steal the vehicle. In order to prevent theft of the vehicle by this method, it may not be possible to disarm with a genuine key. In this case, even if the smart entry system is installed, the smart key must be operated when getting into the vehicle.

Furthermore, even if the vehicle and the smart key are separated, theft called relay attack that enables the unlocking of the vehicle door and the start of the engine by enabling communication between the two using a repeater or the like. Techniques are starting to appear.

Patent Document 1 below discloses a smart entry system (smart key system) that prevents theft of a vehicle by a relay attack. The in-vehicle device of this smart key system instructs a noise measuring unit, a transmission intensity determining unit that determines the transmission intensity of a response signal so that the intensity is lower than a predetermined intensity and increases as the noise increases, and a transmission intensity. A first transmitter that wirelessly transmits a request signal including instruction information within a predetermined area, a first receiver that receives a response signal, a first authentication information about a pre-registered portable device, and a response. The portable device is provided with an authentication unit that authenticates the portable device based on the second authentication information included in the signal, and the portable device has a second receiving unit, a transmission strength setting unit that sets the transmission strength of the response signal, and a second. When the receiving unit receives the request signal, it includes a second transmitting unit that wirelessly transmits a response signal including the second authentication information at the transmission strength set by the transmission strength setting unit.

Japanese Unexamined Patent Publication No. 2017-57627

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

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

The object of the invention of the present application is not limited to this, and the intention is to acquire the right of the configuration for the purpose of obtaining the effect of the configuration disclosed in the present specification, drawings, etc. by divisional application, amendment, or the like. .. For example, a problem in which the part described as "can be" in the present specification is read as "is a problem" is disclosed in the present specification. The issues are described as independent, and we intend to independently acquire the rights to the structure for solving this issue by divisional application, amendment, etc. Even if the subject matter is silently grasped from the description of the specification, the applicant intends to make a part of the structure described in the specification amended or to be the scope of claims in the divisional application. .. It also discloses issues that combine these independent issues.

(1) For a vehicle system having a function of performing smart operation, which is at least one operation of unlocking the vehicle and starting the engine, based on a response signal from the smart key to a request signal transmitted from the vehicle to the smart key. It is assumed that the system is retrofitted and has a retrofit means having at least one of a function of prohibiting the smart operation in the vehicle system and a function of notifying when a part of the smart operation is executed. good.

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

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

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

The function of prohibiting the smart operation or the function of notifying when a part of the smart operation is executed may be executed, for example, when a predetermined smart operation prohibition condition is satisfied. The "smart operation prohibition condition" may be satisfied when a situation occurs in which there is a high risk of the vehicle being stolen, or when the user of the vehicle performs an operation for prohibiting the smart operation. As a situation where the vehicle has a high risk of being stolen, for example, it is preferable that the user of the vehicle is separated 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 prohibition of smart operation may be lifted. For example, as a "constant distance", it is preferable to adopt a distance at which the strength of radio waves is attenuated to a certain value. In this case, it is preferable that at least one of the vehicle and the remote device carried by the user of the vehicle has a function of radiating radio waves and the other has a function of receiving the radio waves. Further, the "constant distance" may be specified based on the linear distance between the vehicle and the user of the vehicle. This linear distance can be measured by equipping the remote device carried by the user of the vehicle and the in-vehicle device mounted on the vehicle with a GPS function. If the smart operation is prohibited by the vehicle user performing an operation that prohibits the smart operation, the smart operation is prohibited when the vehicle user operates the smart key to unlock the vehicle door. It is good to cancel.

The "function for prohibiting smart operation" may be, for example, a function for preventing the vehicle system from unlocking when the retrofitting means detects that an operation for unlocking the door of the vehicle has been performed. Alternatively, it is preferable that the retrofitting means always sets the vehicle system to the smart operation prohibition state and does not release the smart operation prohibition state when the operation of unlocking the door is performed.

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

There are various names for smart entry systems depending on the automobile manufacturer. 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 are names such as 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. Generally, a system that provides the following functions is called a smart entry system.

The smart entry system consists of an in-vehicle device mounted on the vehicle and a portable device (smart key) carried by the user of the vehicle. The in-vehicle device and the smart key are interconnected, and when the vehicle user carries the smart key and approaches the vehicle, the door of the vehicle can be unlocked without touching the smart key. For example, the vehicle door is unlocked when the vehicle user grips the doorknob. On the contrary, 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, the locking of the vehicle door and the unlocking of the vehicle door are simply referred to as "locking" and "unlocking". 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 carries the smart key and gets on the vehicle, 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 on the vehicle and used, and a remote device carried together with the smart key to radiate radio waves.
The in-vehicle device may be a system having a function of prohibiting the smart operation when the intensity of the radio wave from the remote device is equal to or lower than the determination level.

Even if a relay attack is set up by relaying a radio signal between the in-vehicle device of the smart entry system and the smart key, the remote device of the retrofit means is away from the vehicle, and the strength of the radio wave from the remote device is determined. If it is 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 vehicle theft due to a relay attack can be reduced. This retrofitting means corresponds to the first configuration including both the in-vehicle device mounted on the vehicle and the device carried by the user of the vehicle.

The in-vehicle device of the retrofit means may have a radio wave receiving unit that receives radio waves from the smart key and a determination unit that determines the strength of the radio waves. To prohibit smart operation, for example, a vehicle-mounted device of a retrofit means is connected to a vehicle system, and a smart operation is performed on a vehicle control unit (hereinafter referred to as a collation ECU) that controls the smart operation of the vehicle from the vehicle-mounted device. It is advisable to send a signal that prohibits. The in-vehicle device of the retrofit means may be connected to an in-vehicle network such as CAN. 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 collation ECU may continue the prohibited state of the smart operation until the smart operation is permitted. The functions of the in-vehicle device may be incorporated into the OBD adapter so that the enable / disable of these functions can be set by a DIP switch or the like.

The in-vehicle device of the retrofit means may allow smart operation when the strength of the radio wave from the remote device becomes higher than a certain level. As a result, 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.

In order to make it difficult for the radio waves transmitted and received between the in-vehicle device of the retrofit means and the remote device to be relayed, the frequency band of the radio waves used in the smart entry system as the radio waves used for communication between the in-vehicle device of the retrofit means and the remote device. It is advisable to use ones with different frequency bands.

As a remote device, it is preferable to use a mobile terminal such as a smartphone having a short-range wireless communication function such as Bluetooth or WiFi. In this case, it is preferable to associate the in-vehicle device of the retrofit means with the mobile terminal, and determine whether or not the intensity of radio waves such as Bluetooth and WiFi from the associated mobile terminal is equal to or lower than the determination level. For example, when communication by Bluetooth, WiFi, or the like is impossible, it may be determined that the strength of the radio wave is equal to or lower than the determination level. In this case, the location information of the place where the vehicle is locked is stored in the mobile terminal, and when the vehicle returns to the vicinity of the locked place, for example, the distance from the current position of the mobile terminal to the locked place is less than or equal to the predetermined distance. When becomes, it is advisable to start the detection of the possibility of communication. This makes it possible to suppress battery consumption (battery saving) due to unnecessary communication.

It is advisable to periodically wirelessly transmit a signal including an ID from the remote device to the in-vehicle device. It is preferable that the in-vehicle device detects the approach and separation of the remote device based on the electric field strength of this signal.

(3) The retrofitting means is
The function to acquire the current position information of the vehicle and
A function of receiving the current position information of the mobile terminal from a mobile terminal associated with the vehicle and carried together with the smart key to transmit the current position information.
A system having a function of prohibiting the smart operation based on the relationship between the current position of the vehicle and the current position of the mobile terminal may be used.

For example, it may be determined whether or not the user of the vehicle is separated from the vehicle by a predetermined distance or more based on the relationship between the current position of the vehicle and the current position of the mobile terminal. It is advisable to prohibit smart operation when the user of the vehicle is more than a predetermined distance from the vehicle. This reduces the risk of vehicle theft due to a relay attack. This retrofitting means corresponds to the first configuration including both the in-vehicle device mounted on the vehicle and the device carried by the user of the vehicle.

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

When the distance from the current position of the vehicle to the current position of the mobile terminal is less than the determination value in the state where the smart operation is prohibited, it is preferable to allow the smart operation. As a result, the user of the vehicle can unlock by smart operation.

The vehicle and the mobile terminal may acquire the current position by using the GPS function. If the distance from the current position of the vehicle to the current position of the mobile terminal cannot be calculated because the GPS radio wave does not reach, it is advisable to prohibit the smart operation. This makes it possible to reduce the risk of vehicle theft due to a 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 operating the smart key, it is advisable to allow smart operation. After allowing smart operation, the engine can be started by smart operation.

(4) The retrofitting means is
A function to detect a remote control lock operation, which is an operation for locking the vehicle by the user operating the smart key, and a function to detect the remote control lock operation.
When the remote control lock operation is detected, the system may have a function of prohibiting the smart operation.

When the user locks the vehicle by performing the remote control lock operation, the risk of the vehicle being stolen by the relay attack is reduced. This retrofit means corresponds to a second configuration that includes an in-vehicle device and does not require a remote device. Vehicle users do not need to carry any device other than the vehicle's genuine smart key.

When the vehicle is locked by remote control lock operation, it cannot be unlocked by smart operation. In this case, the user can unlock the vehicle by operating the smart key. After the vehicle is unlocked by operating the smart key, it is advisable to allow smart movement. This enables the user to start the engine by smart operation.

When the possibility of a relay attack is low, for example, when the vehicle is parked in a parking lot at home, it is advisable to perform the lock by smart operation without performing the remote control lock operation. By doing so, for example, a vehicle parked in a parking lot at home can be unlocked by smart operation. If there is a high possibility that a relay attack will be set up, for example, if you are parked in a parking lot of a shopping center, you may lock it by operating the remote control lock. In this way, the risk of vehicle theft due to a relay attack can be reduced.

(5) The retrofitting means is
A function to detect that the user has performed the specified operation when the vehicle gets off, and
Based on the detection result of the specified operation and the lock operation by the smart operation, the system may have a function of prohibiting the smart operation.

By explicitly performing the specified operation by the user, it is possible to prohibit the smart operation and reduce the risk of the vehicle being stolen by the relay attack. This retrofit means corresponds to a second configuration that includes an in-vehicle device and does not require a remote device. Vehicle users do not need to carry any device other than the vehicle's genuine smart key.

As a prescribed operation, for example, an operation for a vehicle may be used. As the operation for the vehicle, for example, it is preferable to operate the operation buttons, operation levers, operation switches, etc. that are retrofitted to the vehicle, or operations that are not performed when the vehicle is normally disembarked. For example, the operation may be a combination of two or more operations on the vehicle. As an operation that combines two or more operations, for example, an operation of stepping on the brake pedal with the door open may be used. Basic information for detecting whether or not the brake pedal is depressed with the door open may be obtained from the vehicle, for example, by an in-vehicle device of the retrofit means via an in-vehicle network such as CAN and an OBD connector.

If the vehicle is locked by smart operation together with the specified operation, it cannot be unlocked by smart operation. In this case, the user can unlock the vehicle by operating the smart key. After the vehicle is unlocked by operating the smart key, it is advisable to allow smart movement. This enables the user to start the engine by smart operation.

Contrary to the process of prohibiting 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 means may be a system having a function of prohibiting the smart operation from the time when the vehicle is locked until a predetermined time elapses.

Vehicle thieves by relay attack tend to follow the user who got off the vehicle and launch a relay attack when the user leaves the vehicle. Therefore, after a long time has passed since the user got off the vehicle, the risk of vehicle theft due to the relay attack is reduced. By prohibiting the smart operation from the time when the vehicle is locked until the specified time elapses, the risk of the vehicle being stolen by the relay attack can be reduced. This retrofit means corresponds to a second configuration that includes an in-vehicle device and does not require a remote device. Vehicle users do not need to carry any device other than the vehicle's genuine smart key. In addition, the vehicle user does not need to perform any special operation for prohibiting the smart operation.

The retrofitted in-vehicle device may acquire the information that the vehicle is locked via the in-vehicle network such as CAN and the connector such as the OBD connector, and immediately send a signal for prohibiting the smart operation to the collation ECU. This in-vehicle device has a clock, and when a predetermined time has elapsed from the lock of the vehicle, it is preferable to transmit a signal for allowing smart operation to the collation ECU.

The retrofit means may have a function of unlocking the vehicle when the unlock signal by the operation of the smart key by the user is received from the time when the vehicle is locked to the time when the specified time elapses. Then, if the user gets into the vehicle between the time when the vehicle is locked and the time when the specified time elapses, the user can unlock the vehicle by operating the smart key.

(7) The retrofitting means is
The function to register the user of the vehicle by biometric authentication,
It is preferable to use a system having a function of identifying a person around the vehicle by biometric authentication and prohibiting the smart operation when it cannot be determined that the registered user exists around the vehicle.

Since smart operation is prohibited when the registered user cannot be found around the vehicle, the risk of vehicle theft due to a relay attack is reduced when the user is away from the vehicle. When the user approaches the vehicle and the existence of the user is confirmed by biometric authentication, the user can unlock by smart operation. This retrofit means corresponds to a second configuration that includes an in-vehicle device and does not require a remote device. Vehicle users do not need to carry any device other than the vehicle's genuine smart key. In addition, the vehicle user does not need to perform any special operation for prohibiting the smart operation.

The process of discovering the registered user may be executed, for example, when the unlock operation by the smart operation is performed. For example, it is advisable to keep the smart operation prohibited state at all times and cancel the smart operation prohibited state when a registered user is found.

Face authentication, fingerprint authentication, etc. may be used as biometric authentication. When using face recognition, it is advisable to install a camera that captures the surroundings of the vehicle inside the vehicle. When using fingerprint authentication, it is advisable to attach a fingerprint authentication sensor to a doorknob or the like.

(8) The retrofit means has a key storage means carried by a user of the vehicle in a state where the radio waves radiated from the smart key are shielded by storing the smart key, and the key storage means. Is a system that realizes a function of prohibiting 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 a relay attack can be reduced. If the user wants to unlock the vehicle, the smart key can be removed from the key storage means. This retrofitting means corresponds to a third configuration that includes equipment carried by the user of the vehicle and does not require an in-vehicle device. This system does not require any device to be retrofitted to the vehicle.

It is advisable to give the key storage means a function of issuing an alarm when a request signal from the vehicle is received. When unlocking the vehicle by smart operation, the vehicle sends a request signal to the smart key. Since the reach of this request signal is as short as about 1 m, the key storage means usually does not receive the request signal when the user is away from the vehicle. If the key storage means receives the request signal even though the user is away from the vehicle, it is highly possible that a relay attack has been set up. The user of the vehicle can be aware that a relay attack may have been set against his / her vehicle by the alarm from the key storage means. This makes it possible to prevent the theft of the vehicle.

Instead of the key storage means almost completely shielding the radio waves, the radio waves may be attenuated so as to limit the range of the radio waves to a very short distance. When a thief launches a relay attack, the thief must approach the user in order to receive and relay radio waves from the smart key carried by the user. When the key storage means attenuates the radio waves, the thief must approach the user to an unnatural distance in order to receive the radio waves. A thief is likely to give up the theft of a vehicle by a relay attack if it cannot receive the radio waves even when it is close enough to receive the radio waves from a normal smart key. Therefore, the risk of vehicle theft due to a relay attack is reduced.

The key storage means uses radio waves so that the transmitter / receiver used for the relay attack can receive radio waves from the smart key so that the user thinks that he / she has approached a third party to an unnatural distance. It is good to attenuate. For example, it is advisable to attenuate the radio wave so that the receivable distance of the radio wave from the smart key is about 50 cm. Even if the smart key is stored in the key storage means, the user can unlock the key by smart operation by approaching the very vicinity of the vehicle.

Instead of the key storage means almost completely shielding the radio waves, the key storage means may provide directivity to the radio waves radiated from the smart key. For example, the user may carry the key storage means with the posture fixed so as to have directivity in front of the user. In general, thieves are more likely to approach the user from behind. When the user carries the key storage means with the posture fixed so that it has directivity in front of him, the thief uses it because the radio waves from the smart key are not radiated behind the user. Even if you approach a person from behind, you cannot receive radio waves from the smart key. A thief is likely to give up the theft of a vehicle by a relay attack if he cannot receive radio waves even when approaching the user from behind. Therefore, the risk of vehicle theft due to a relay attack is reduced.

Since radio waves are radiated in front of the user, the user can turn to the vehicle and unlock by smart operation even if the smart key is stored in the key storage means.

(9) The retrofit means is a system having a function of determining whether or not the mode of the operation for unlocking the vehicle by the smart operation is abnormal, and prohibiting the smart operation when it is determined to be abnormal. It is good to say.

The thief often performs an unlock operation by smart 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 an operation different from the normal operation performed when the user opens the door. For example, normally, it is sufficient to hold the doorknob once to unlock the vehicle, but a thief tends to repeat the operation of holding the doorknob a plurality of times in a short time. By prohibiting the smart operation when the mode of operation for unlocking is abnormal, the risk of the vehicle being stolen by the relay attack can be reduced. This retrofit means corresponds to a second configuration that includes an in-vehicle device and does not require a remote device. Vehicle users do not need to carry any device other than the vehicle's genuine smart key.

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

(10) The retrofit means may be a system including a key accompanying device that is carried together with the smart key and issues an alarm when the response signal from the smart key is detected.

When a user carrying the smart key approaches the vehicle, a response signal is transmitted from the smart key to the request signal from the vehicle. If the alarm is issued even though the user is not close to 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 be aware that the alarm issued by the key accompanying device is likely to have a relay attack on his vehicle. This makes it possible to prevent the theft of the vehicle. This retrofitting means corresponds to a third configuration that includes equipment carried by the user of the vehicle and does not require an in-vehicle device.

Sound, light, or the like may be used as an alarm issued by the key accompanying device. Since the key accompanying device is often carried in a pocket or bag, it is preferable to emit an alarm sound. Some smart keys are equipped with an element having a light emitting function (LED or the like), and light or blink the light emitting element when transmitting a response signal. A key accompanying device corresponding to such a smart key may detect light emission from the smart key and emit an alarm sound.

(11) The retrofitting means is
An imaging means for capturing at least one image of the inside and the surrounding of the vehicle,
1. Claim 1 having a 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 when the vehicle is locked or when the unlocking operation by smart operation is detected. The system according to any one of 1 to 10 may be used.

Vehicle thefts by relay attack are more likely to follow the driver who got off the vehicle and commit the crime when the vehicle disappears, and do not follow the driver for a long time. Therefore, there is a high probability that theft due to a relay attack will occur within a certain period after the vehicle is locked. In addition, when the vehicle is stolen by a relay attack, the unlock operation by smart operation is detected. If an image is acquired by an image pickup means from the time when the vehicle is locked or the operation of unlocking is detected, there is a high possibility that the thief is reflected in the image. Therefore, 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 elapses from the time when the vehicle is locked, the risk of theft due to a relay attack decreases. Therefore, it is preferable to stop the imaging by the imaging means when the predetermined time elapses from the time when the vehicle is locked. Battery consumption can be reduced as compared with the case where image data is continuously acquired at all times. This retrofit means corresponds to a second configuration that includes an in-vehicle device and does not require a remote device.

(12) The vehicle includes a collation ECU that is set to either a smart operation prohibited state in which the smart operation is prohibited or a smart operation permitted state in which the smart operation is permitted.
The retrofitting means may be the system according to any one of claims 1 to 11, which sets the collation ECU in the smart operation prohibition state.

By setting the collation ECU in the smart operation prohibition state by the retrofit means, it is possible to make it impossible to unlock by the smart operation and start the engine by the smart operation. When the state of the collation ECU is the smart operation prohibited state, the risk of the vehicle being stolen by the relay attack is reduced.

The collation ECU may not transmit a request signal from the vehicle to the smart key when the smart operation is prohibited. If the request signal is not transmitted, the response signal is not returned from the smart key, so unlocking by smart operation is not performed.

(13) The vehicle has an antenna for wirelessly transmitting the request signal.
The retrofitting means
A switch means for switching between conduction and non-conduction of the feeder line of the antenna, and
The system may have a processing means for prohibiting the smart operation by controlling the switch means to make the feeder line non-conducting.

When the feeding line of the antenna is set to the non-conducting state, the radio wave of the request signal is not radiated from the vehicle. As a result, smart operation is not performed and the risk of vehicle theft due to relay attack is reduced. The smart operation can be prohibited without the retrofitting means changing the state of the collation ECU. As the switching means, a relay that mechanically switches between conduction and non-conduction, or a semiconductor switching element that electrically switches between conduction and non-conduction may be used.

(14) The retrofit means prohibits the smart operation by setting the sensor for detecting the operation of unlocking the vehicle by the smart operation to a non-operating state or by blocking the transmission of the detection result from the sensor. It is good to have a system that allows you to do so.

When the sensor is in a non-operating state or the transmission of the detection result from the sensor is cut off, it cannot be unlocked by smart operation. This reduces the risk of vehicle theft due to a relay attack. This sensor may detect, for example, that the doorknob is gripped. In this case, the vehicle will not be unlocked even if the user holds the doorknob.

(15) The retrofit means may be a system that prohibits the smart operation by cutting off the power supply to the collation ECU that controls the transmission of the request signal and the reception of the response signal.

The retrofitting means may cut off the power supply to the collation ECU when a predetermined smart operation prohibition condition is satisfied. By cutting off the power supply to the collation ECU, it becomes impossible to unlock by smart operation and start the engine by smart operation. When the smart operation prohibition condition is no longer satisfied, it is advisable to restart the power supply to the collation ECU. It is preferable to connect the battery of the vehicle and the collation ECU via a dedicated adapter and control the dedicated adapter to cut off and restart the power supply to the collation ECU.

(16) The retrofit means includes a remote device carried together with the smart key, and when the remote device detects a radio wave in the frequency band of the request signal, the remote device detects at least one frequency of the request signal and the response signal. It is preferable to use a system that has a function of radiating interfering radio waves in the band.

Due to the emission of jamming radio waves, the smart key cannot detect the request signal relayed by the thief's repeater, or the thief's repeater relays the response signal from the smart key together with the jamming radio wave. Therefore, the vehicle cannot detect the response signal. This prevents the thief from unlocking the vehicle through a relay attack.

When the user of the vehicle gets into the vehicle, the vehicle can be unlocked by performing the remote control unlock operation. The remote device may be equipped with a switch or button that disables the jamming radiation function. By operating a switch or a button to disable the jamming radio wave radiation function, the vehicle user can perform an unlock operation by smart operation to unlock the vehicle. This retrofitting means corresponds to a third configuration that includes equipment carried by the user of the vehicle and does not require an in-vehicle device.

When the frequency of the interfering radio wave emitted by the remote device is in the frequency band of the request signal, it is advisable to radiate the interfering radio wave for a period of time during which the smart key cannot decode the data contained in the request signal. For example, the emission of jamming radio waves may be stopped after the fall point of the request signal in a general smart entry system. It should be noted that the jamming radio wave may be emitted only during the period from the rise to the fall of the request signal to the extent that decoding of some data included in the request signal becomes impossible. The strength of the jamming signal should be increased to such an extent that the smart key carried with the remote device cannot detect the request signal. In addition, it should be small enough not to adversely affect the smart keys of third parties around the user of the vehicle.

When the frequency of the interfering radio wave emitted by the remote device is in the frequency band of the response signal, it is advisable to radiate the interfering radio wave for a period of time during which the vehicle cannot decode the data contained in the response signal from the smart key. For example, the emission of jamming radio waves may be stopped after the fall point of the response signal in a general smart entry system. It should be noted that the jamming radio wave may be emitted only during the period from the rise to the fall of the response signal to the extent that decoding of some data included in the response signal becomes impossible. The strength of the jamming radio wave should be increased to such an extent that the vehicle cannot detect the response signal.

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

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

As a physical quantity that depends on the distance from the vehicle to the remote device, it is preferable to use the radio wave strength of the signal transmitted periodically from the in-vehicle device mounted on the vehicle to the remote device. The signal may include a vehicle ID that identifies the vehicle and may associate the remote device 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 depending on the distance from the vehicle to the remote device. As such a radio wave, it is preferable to use a radio wave that satisfies the standard of the specified low power radio. Further, radio waves conforming to the Bluetooth Low Energy (BLE) standard may be used.

The inventions shown in (1) to (17) above can be arbitrarily combined. For example, the configuration may be such that at least a part of the configuration of at least one invention after (2) is added to all or part of the configuration of the invention shown in (1). In particular, the invention shown in (1) may be an invention in which at least a part of at least one of the inventions after (2) is added. Further, any configuration may be extracted from the inventions shown in (1) to (17), and the extracted configurations may be combined. The applicant of the present application intends to acquire rights to the invention including these configurations. Further, even if there is a description of "when" or "when", it is not described as a configuration limited to that case or at that time. It also discloses these cases and untimely configurations, and intends to acquire the rights. In addition, the places where the description is accompanied by an order are not limited to this order. It also discloses a configuration in which some parts have been deleted or the order has been changed, and has the intention of acquiring rights.

In a vehicle or the like already equipped with a smart entry system or the like, 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 produced from the part of the configuration disclosed in the present specification, drawings, etc. is also disclosed, and the right of the configuration exhibiting the effect is also acquired by divisional application, amendment, etc. Have the intention to do. For example, in the present specification, the part described as "can be" is a description that clearly indicates the effect to be exerted, and there is a part that shows the effect even if there is no description of "can be". Moreover, even if there is no such description, there is an effect that can be grasped by the configuration.

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 the vehicle system and the system according to the first embodiment retrofitted 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 the vehicle system and the system according to the second embodiment attached to the vehicle system. FIG. 4A is a block diagram of the vehicle system and the system according to the third embodiment retrofitted 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 retrofitted. FIG. 6A is a block diagram of the vehicle system and the system according to the 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. 7A is a block diagram of the vehicle system and the system according to the sixth embodiment retrofitted to the vehicle system, FIG. 7B is a block diagram of the remote device constituting the system according to the sixth embodiment, and FIG. 7C is a block diagram. , Is a schematic diagram of a remote device constituting the system according to the first modification of the sixth embodiment. FIG. 8A is a block diagram of the vehicle system and the system according to the seventh embodiment retrofitted 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 retrofitted to the vehicle system. It is a transition diagram. 9A is a block diagram of the vehicle system and the system according to the eighth embodiment retrofitted to the vehicle system, FIG. 9B is a block diagram of the remote device constituting the system according to the eighth embodiment, and FIG. 9C is a block diagram. , Is a diagram showing a signal transmission / reception sequence when a relay attack is set. FIG. 10A is a block diagram of the vehicle system and the system according to the ninth embodiment retrofitted to the vehicle system, and FIG. 10B is a diagram showing the operation of the processing device of the system according to the ninth embodiment. FIG. 11 is a block diagram of the vehicle system and the system according to the tenth embodiment retrofitted to the vehicle system. FIG. 12 is a block diagram of the vehicle system and the system according to the eleventh embodiment retrofitted to the vehicle system. FIG. 13 is a block diagram of the vehicle system and the system according to the twelfth embodiment attached to the vehicle system. FIG. 14 is a block diagram of the vehicle system and the system according to the thirteenth embodiment retrofitted to the vehicle system. FIG. 15A is a diagram showing a signal transmission / reception sequence when a relay attack is set while using the system according to the fourteenth embodiment, and FIG. 15B is a diagram showing a vehicle and a smart in a general smart entry system. It is a timing chart of the signal between the key, and FIG. 15C is a timing chart of the signal between the vehicle, the smart key, and the remote device when the system according to the 14th embodiment is used. FIG. 16 is a diagram showing a signal transmission / reception sequence when a relay attack is set while using the system according to the fifteenth embodiment.

[First Example]
The system according to the 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 for which the system according to the first embodiment is provided includes a vehicle 100 and a smart key 102. The vehicle 100 is equipped with an in-vehicle device 101 of a smart entry system. The in-vehicle device 101 and the smart key 102 form a so-called smart entry system. The smart key 102 is carried by a user such as a driver of the vehicle 100.

There are various names for smart entry systems depending on the automobile manufacturer. 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 are names such as 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. Generally, a system that provides the following functions is called a smart entry system.

The in-vehicle device 101 and the smart key 102 are interconnected, and when the user of the vehicle 100 carries the smart key 102 and approaches the vehicle, the door is held by grasping the door knob of the vehicle 100 without touching the smart key 102. Can be unlocked. On the contrary, when the user of the vehicle 100 gets off with the smart key 102 carried, the door is locked by touching a specific place for locking the door knob of the vehicle 100 without touching the smart key 102. Can be done. Further, when the user of the vehicle 100 carries the smart key 102 and gets on the vehicle, the engine can be started by operating the engine start button without touching the smart key 102. Such locking, unlocking, and starting the engine are referred to as smart operation. Further, 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 by the user together with the smart key 102, and an in-vehicle device 21 mounted on the vehicle 100. Radio waves are periodically radiated from the remote device 22, and the in-vehicle device 21 receives the radio waves from the remote device 22. When the radio wave intensity from the remote device 22 exceeds a predetermined threshold value (when the vehicle-mounted device 21 is within the range of the remote device 22 (FIG. 1A)), the vehicle-mounted device 21 allows smart operation of the vehicle system. When the radio wave intensity from the remote device 22 is less than a predetermined threshold value (when the vehicle-mounted device 21 is out of the range of the remote device 22 (FIG. 1B)), the vehicle-mounted device 21 prohibits the smart operation of the vehicle system. In the present specification, the situation where the vehicle-mounted device 21 is within or outside the range of the remote device 22 may be referred to as the remote device 22 being within or outside the range of the remote device 22 with reference to the vehicle 100.

If the "predetermined threshold" is too large, the remote device 22 must be excessively close to the vehicle 100 in order for the user to perform the smart unlock operation. If the "predetermined threshold value" is made too small, the vehicle 100 will be unlocked by the smart unlock operation even when the user carrying the remote device 22 is far away from the vehicle 100. The "predetermined threshold" is set to a level that does not cause inconvenience when the user performs a normal smart unlock operation, and when the user is separated from the vehicle 100 by a distance that the user does not notice the theft of the vehicle 100. , Smart operation is set to be prohibited.

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

The collation ECU 103 monitors whether or not the smart key 102 exists in the vicinity of the vehicle, and if it determines that the smart key 102 exists in the vicinity of the vehicle 100, sets the state of the vehicle 100 to the smart operation allowable state. When 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, the smart unlock operation, and the engine start operation are performed when the state of the vehicle 100 is the smart operation allowable state, a command for executing the vehicle lock, unlock, and engine start is issued via the CAN 107. It is transmitted to each ECU that performs these controls. When the state of the vehicle 100 is the smart operation prohibited state, even if the smart lock operation, the smart unlock operation, and the engine start operation are performed, a command for executing the vehicle lock, unlock, and engine start operations is transmitted. do not.

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 reachable distance is about 1 m. Upon receiving the request signal, the smart key 102 wirelessly transmits a response signal to the vehicle 100. The frequency of the response signal is, for example, the UHF band (for example, 312 MHz to 315 MHz). The collation ECU 103 electronically collates the ID code on the vehicle 100 side with the ID code on the smart key 102 side, and if both collate, enables smart operations such as locking, unlocking, and starting the engine of the vehicle 100. ..

The vehicle-mounted 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 collation ECU 103 via the CAN, and the like. The remote device 22 periodically wirelessly transmits a confirmation signal. The in-vehicle device 21 determines whether the remote device 22 is out of the service area or in the service area based on the vehicle 100 according to the radio wave strength of the confirmation signal. Based on the determination result, a smart operation prohibition command signal or a smart operation permit command signal is transmitted to the collation ECU 103.

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

When the remote device 22 moves from outside the service area to within the service area, the vehicle-mounted device 21 transmits a smart operation permissible signal to the collation ECU 103. Upon receiving the smart operation permissible signal, the collation ECU 103 sets the vehicle 100 to the smart operation permissible state.

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

When the system 20 according to the first embodiment is used, the vehicle 100 is set to the smart operation prohibition state when the remote device 22 is out of the service area with respect to the vehicle 100. Therefore, even if a relay attack that relays the communication between the vehicle 100 and the smart key 102 is set, the vehicle 100 cannot be unlocked by the smart operation. Further, even if a thief invades the vehicle, the smart operation is prohibited, so that the engine cannot be started by the smart operation. This makes it possible to reduce the risk of the vehicle 100 being stolen by a relay attack.

When the user carrying the remote device 22 approaches the vehicle 100, the collation ECU 103 sets the state of the vehicle 100 to the smart operation allowable state, so that the user unlocks and starts the engine by the normal smart operation. be able to.

Next, the excellent effect when compared with the system called the conventional auto keyless system (manufactured by Yupiteru) will be described. The auto keyless system is not equipped with a smart entry system and is retrofitted to vehicles that lock and unlock using older remote control keys. The auto keyless system consists of an in-vehicle device and a remote control device carried by the 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, locking and unlocking may be repeated near a threshold value for determining whether or not the remote control device has approached the vehicle. When the system according to the first embodiment is used, the vehicle is locked and unlocked by a smart lock operation and a smart unlock operation. For example, the vehicle is locked and unlocked by the operation of the user touching a predetermined position for locking the doorknob and the operation of grasping the doorknob. Therefore, unnecessary locking and unlocking are not repeated.

[Modified example of the first embodiment]
Next, a modified example of the first embodiment will be described. In the first embodiment, the remote device 22 periodically transmits the confirmation signal, but when the remote device 22 is clearly located outside the service area with respect to the vehicle 100, the periodic transmission of the confirmation signal is stopped. It is good to do. As a result, battery consumption can be reduced. In order to realize this function, it is preferable to provide the remote device 22 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 locked position of the vehicle to the current position of the remote device 22 is longer than a predetermined determination threshold value, a confirmation signal is periodically transmitted. Should be stopped. The "predetermined determination threshold value" may be the distance from the vehicle 100 to the user when the user is far away from the vehicle 100 to the extent that there is no possibility that the user performs a normal smart lock operation or smart unlock operation.

It is preferable that the in-vehicle device 21 has a function of adjusting the threshold value of the radio wave intensity for determining the out-of-range of the remote device 22. This makes it possible to change the size of the area where smart operation is possible.

It is preferable to incorporate the functions of the in-vehicle device 21 of the system 20 according to the first embodiment into the 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, tablet terminal or the like having a short-range wireless communication function such as WiFi or Bluetooth. By installing a dedicated application on these terminals, it is possible to operate these general-purpose terminals as the remote device 22 of the system 20 according to the first embodiment. The in-vehicle device 21 may determine whether or not the intensity of radio waves such as Bluetooth and WiFi from the terminal is equal to or lower than the determination level. For example, when communication by Bluetooth, WiFi, or the like is impossible, it may be determined that the strength of the radio wave is equal to or lower 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 returns to the vicinity of the place where the vehicle is locked, for example, the distance from the current position of the terminal to the locked place becomes a predetermined distance or less. Then, it is advisable to start detecting whether communication is possible or not. This makes it possible to suppress battery consumption (battery saving) due to unnecessary communication.

The radio wave used for communication between the in-vehicle device 21 and the remote device 22 is different from the frequency band of the radio wave used in the smart entry system in order to make it difficult for the radio wave transmitted and received by the in-vehicle device 21 and the remote device 22 to be relayed. It is preferable to use the one in the frequency band.

It is preferable to periodically wirelessly transmit the signal including the ID from the remote device 22 to the in-vehicle device 21. The in-vehicle device 21 may detect the approach / separation of the remote device 22 based on the radio wave intensity of the signal including this ID.

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

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

Next, the excellent effect of the system according to the second embodiment will be described. In the second embodiment as well, the risk of vehicle theft due to the relay attack can be reduced as in the first embodiment. Further, in the second embodiment, when the distance from the vehicle 100 to the remote device 22 is far from the determination threshold value, even if the confirmation signal transmitted from the remote device 22 to the in-vehicle device 21 is relayed by the thief, the remote device 22 Unless the current position information is rewritten, smart operation is not allowed. Therefore, the risk of vehicle theft due to a relay attack can be further reduced.

[Modified example of the second embodiment]
As the remote device 22 of the system 20 according to the second embodiment, it is preferable to use a general smartphone, tablet terminal, or the like in which a dedicated application is installed. When the current position cannot be specified because the GPS radio wave does not reach at least one of the in-vehicle device 21 and the remote device 22, the in-vehicle device 21 may prohibit the smart operation. This makes it possible to reduce the risk of vehicle theft due to a relay attack. At this time, it is preferable that the user of the vehicle 100 can operate the unlock button of the smart key 102 to unlock the vehicle 100.

[Third Example]
Next, the system 20 according to the third embodiment will be described with reference to FIGS. 4A and 4B. Hereinafter, the description of the configuration common to the system 20 (FIG. 2A) according to the first embodiment will be omitted.

FIG. 4A is a block diagram of the vehicle system 110 and the system 20 according to the third embodiment attached 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 presses the lock button 102L (remote control lock operation), the collation ECU 103 detects that the lock button 102L has been operated and locks the vehicle 100. Similarly, when the user of the vehicle 100 presses the unlock button 102U (remote control unlock operation), the collation ECU 103 detects that the unlock button 102U has been operated and unlocks the vehicle 100. .. The collation ECU 103 locks by remote control lock operation and unlocks by remote control unlock operation regardless of whether the state of the vehicle 100 is the smart operation prohibited state or the allowable state.

The system 20 according to the third embodiment is composed of an in-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 system 20 to be retrofitted. When the ignition switch of the vehicle 100 is turned off, the collation ECU 103 sets the state of the vehicle 100 to the smart operation allowable state. When the user gets out of the vehicle and performs a smart lock operation, for example, an operation of touching a predetermined position for locking the doorknob without operating the smart key 102, the in-vehicle device 21 outputs a smart operation allowable signal to the collation ECU 103. Send. The collation ECU 103 maintains the state of the vehicle 100 in the smart operation allowable state.

When the user gets out of 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, a smart operation prohibition signal is transmitted to the collation ECU 103. Upon receiving the smart operation prohibition signal, the collation ECU 103 sets the state of the vehicle 100 to the smart operation prohibition state.

When the collating ECU 103 detects that the unlock button 102U of the smart key 102 has been operated while the vehicle 100 is in the smart operation prohibited state, the collating ECU 103 unlocks the vehicle 100. When the in-vehicle device 21 detects that the unlock button 102U of the smart key 102 has been operated via the CAN 107 and the OBD connector 106, the in-vehicle device 21 transmits a smart operation permissible signal to the collation ECU 103. Upon receiving the smart operation permissible signal, the collation ECU 103 sets the vehicle 100 to the smart operation permissible state.

Next, the excellent effect 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 prohibition state, so that the risk of the vehicle being stolen by the relay attack can be reduced. The user does not need to carry the remote device 22 of the first embodiment together with the smart key 102.

When the user parks the vehicle 100 in a parking lot where there is a high risk of a relay attack, for example, a parking lot such as a shopping center where an unspecified number of third parties may approach the vehicle 100, a remote controller is used. It is advisable to perform a lock operation to set the smart operation prohibition state. Then, the risk of the vehicle being stolen by the relay attack can be reduced. After the user performs the remote control unlock operation and gets into the vehicle 100, the engine can be started by the smart operation.

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

[Modified example of the third embodiment]
In the third embodiment, the vehicle 100 is set to the smart operation prohibition 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 specified operation when getting off the vehicle may be provided. When the in-vehicle device 21 detects that the specified operation has been performed, the smart operation may be prohibited.

As a prescribed operation, for example, an operation for a vehicle may be used. As the operation for the vehicle, for example, it is preferable to operate the operation buttons, operation levers, operation switches, etc. that are retrofitted to the vehicle, or operations that are not performed when the vehicle is normally disembarked. For example, the operation may be a combination of two or more operations on the vehicle. As an operation that combines two or more operations, for example, an operation of stepping on the brake pedal with the door open may be used. Basic information for detecting whether or not the brake pedal is depressed with the door open may be obtained from the vehicle 100, for example, by the vehicle-mounted device 21 via the CAN 107 and the OBD connector 106.

Contrary to the process of prohibiting 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 Example]
Next, the system according to the fourth embodiment will be described with reference to FIG. Hereinafter, the description of the configuration common to 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 has an in-vehicle device 21 like the system 20 according to the third embodiment shown in FIG. 4A, and does not require a remote device to be carried by the user.

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

After that, when the vehicle 100 is locked, the in-vehicle device 21 acquires the information that the vehicle 100 is locked via the CAN 107 and the OBD connector 106. The in-vehicle device 21 measures the elapsed time from the time when the vehicle 100 is locked. When the specified time has elapsed from the time of locking, the in-vehicle device 21 transmits a smart operation permissible signal to the collation ECU 103. As a result, the collation ECU 103 sets the vehicle 100 in the smart operation allowable state.

If the remote controller unlock operation is performed while the vehicle 100 is in the smart operation prohibited state, the collation ECU 103 unlocks the vehicle 100. When the in-vehicle device 21 detects that the remote controller unlock operation has been performed, the in-vehicle device 21 transmits a smart operation permissible signal to the collation ECU 103. As a result, the collation ECU 103 sets the vehicle 100 in the smart operation allowable state.

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

Vehicle thieves by relay attack tend to follow the user who got off the vehicle and launch a relay attack when the user leaves the vehicle. Therefore, after a long time has passed since the user got off the vehicle, the risk of vehicle theft due to the relay attack is reduced. Therefore, even if the smart operation is allowed after a predetermined time has elapsed from the time when the vehicle 100 is locked, a sufficient effect of reducing the risk of the vehicle being stolen by the relay attack can be obtained. The "specified time" may be, for example, a time at which the thief gives up the relay attack mechanism.

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

FIG. 6A is a block diagram of the vehicle system 110 and the system 20 according to the fifth embodiment attached to the vehicle system 110. In the fifth embodiment, the vehicle-mounted device 21 of the system 20 includes the processing device 23 and the camera 24. The camera 24 takes an image of the surroundings 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 recognition application and determining whether or not 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 system 20 to be retrofitted. 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 collation ECU 103. As a result, the collation ECU 103 sets the vehicle 100 to the smart operation prohibition state.

When the smart unlock operation is performed, the processing device 23 detects that the smart unlock operation has been performed. The processing device 23 acquires image data from the camera 24 and determines whether or not a user registered in advance exists in the image. When 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 collation ECU 103. When the processing device 23 determines that a user registered in advance exists in the image, the processing device 23 transmits a smart operation permissible signal to the collation ECU 103. As a result, the collation ECU 103 sets the vehicle 100 in the smart operation allowable state.

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

When the user registered in advance performs the unlock operation of the vehicle 100, it is determined that the user exists in the image captured by the camera 24. Therefore, the user can unlock the vehicle 100 by performing the smart unlock operation. Normally, since the user stands in the vicinity of the door on the driver's side to perform the smart unlock operation, the camera 24 may be arranged so as to capture at least the outside of the door on the driver's side.

When the smart unlock operation is performed, the processing device 23 controls the camera 24 to perform image pickup and execute the face recognition application. Therefore, the battery consumption can be reduced as compared with the case where the imaging and face recognition applications are periodically executed.

[Modified example of the fifth embodiment]
In the fifth embodiment, face authentication is used to determine whether or not a user exists, but other biometric authentication may be used. For example, fingerprint authentication or the like may be used. When using fingerprint authentication, it is advisable to attach a fingerprint authentication sensor to a doorknob or the like.

In the fifth embodiment, it is determined whether or not the user is present in the vicinity of the vehicle 100, triggered by the smart unlock operation, but the user is not concerned with the presence or absence of the smart unlock operation. May be periodically determined whether or not is present in the vicinity of the vehicle 100. In this case, the processing device 23 may transmit a smart operation permissible signal to the collation 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 the user does not exist.

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

FIG. 7A is a block diagram of the vehicle system 110 and the system 20 according to the sixth embodiment attached to the vehicle system 110. In the first embodiment, the system 20 to be retrofitted is composed of the in-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 is composed of a remote device 22 and does not require an in-vehicle device mounted on the vehicle 100.

FIG. 7B is a block diagram of the remote device 22 constituting the system 20 according to the sixth embodiment. The smart key 102 (FIG. 7A) is stored in the smart key storage unit 30. The smart key storage portion 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 toward the smart key 102.

The processing device 33 has a function of receiving the request signal transmitted from the vehicle 100 (FIG. 7A) and the response signal transmitted from the smart key 102 (FIG. 7A) via the receiver 32. The remote device 22 can be put into the registered state by the user operating the registration release button 35. 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 smart of the corresponding vehicle 100 are received. It has a function of registering the ID of the key 102. The registered ID can be deleted by the user operating the registration cancellation button 35. Upon receiving the request signal from the corresponding vehicle 100 or the response signal from the corresponding smart key 102, the processing device 33 issues an alarm from the alarm issuing device 34. As the alarm issuing device 34, for example, a speaker may be used.

Next, the excellent effect of the system 20 according to the sixth embodiment will be described. Even if the vehicle 100 transmits the 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 the response signal, the response signal does not reach the vehicle 100. Therefore, even if a relay attack is set, the vehicle 100 is not unlocked.

When the user carries the remote device 22 and moves 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 the area where the request signal can reach (outside the service area), the remote device 22 does not issue an alarm. If the alarm is issued even though the user is out of service area, it is highly possible that a relay attack has been set up. The user can notice from the issued alarm that there is a high possibility that the vehicle 100 has a relay attack. Even if the smart key 102 is forgotten to be stored in the smart key storage unit 30, this alarm function operates effectively.

[Modified example 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 portion 30 is almost completely electromagnetically shielded, but in the first modification, as shown in FIG. 7C, a portion that is not electromagnetically shielded is provided. Therefore, directivity is imparted 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 radiated from the smart key 102.

The user may carry the remote device 22 while maintaining its posture so that it has directivity in front of it. In general, thieves are more likely to approach the user from behind. When the user has the remote device 22 fixed and carried so as to have directivity in front of him / her, the request signal is sent from the rear of the user to the user by using the repeater of the relay attack. Even if the radio wave is radiated, the request signal does not reach the smart key 102. Alternatively, even if the radio wave of the response signal is radiated from the smart key 102, the radio wave of the response signal does not reach the repeater of the thief who is approaching the rear of the user. If the thief cannot receive the radio wave from the smart key 102 even when approaching the user from behind, the thief is likely to give up the theft of the vehicle by the relay attack. Therefore, the risk of vehicle theft due to a relay attack is reduced.

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. Therefore, the user faces the vehicle and performs a smart unlock operation. If you do, you can unlock the vehicle.

In the second modification of the sixth embodiment, instead of the remote device 22 almost completely shielding the radio wave, the radio wave is attenuated so as to limit the reach of the radio wave to a very short distance. When a thief launches 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 waves, the thief must approach the user to an unnatural distance in order to receive the radio waves. A thief is likely to give up the theft of a vehicle by a relay attack if he cannot receive the radio waves even when he is close enough to receive the radio waves from the normal smart key 102. Therefore, the risk of vehicle theft due to a relay attack is reduced.

The remote device 22 should attenuate the radio waves to the extent that the repeater used for the relay attack must approach the user to an unnatural distance in order to receive the radio waves from the smart key 102. .. For example, it is preferable to attenuate the radio wave so that the receivable distance of the radio wave from the smart key 102 is about 50 cm. In this case, even if the smart key 102 is stored in the remote device 22, the user can unlock by smart operation by approaching the immediate vicinity of the vehicle.

[7th Example]
Next, the system according to the seventh embodiment will be described with reference to FIGS. 8A and 8B. Hereinafter, the description of the configuration common to the system 20 (FIG. 2A) according to the first embodiment will be omitted.

FIG. 8A is a block diagram of the vehicle system 110 and the system 20 according to the seventh embodiment attached to the vehicle system 110. The system 20 according to the seventh embodiment is composed of an in-vehicle device 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 vehicle-mounted device 21 detects that the ignition switch is turned off and transmits a smart operation permissible signal to the collation ECU 103. As a result, the collation ECU 103 sets the vehicle 100 in the smart operation allowable state.

When the vehicle is unlocked, the vehicle-mounted device 21 receives a signal corresponding to the unlocking operation. The in-vehicle device 21 determines whether or not the mode of the unlock operation is abnormal. When it is determined that the mode of the unlock operation is abnormal, the in-vehicle device 21 transmits a smart operation prohibition signal to the collation ECU 103. Upon receiving the smart operation prohibition signal, the collation ECU 103 sets the vehicle 100 to the smart operation prohibition state.

Next, the excellent effect of the system 20 according to the seventh embodiment will be described. The thief often performs an unlock operation on the vehicle 100 in a manner different from the normal smart unlock operation. For example, normally, it is sufficient to hold the doorknob once to unlock the vehicle 100, but a thief tends to repeat the operation of holding the doorknob a plurality of 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 by the relay attack can be reduced.

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

[Eighth Example]
Next, the system according to the eighth embodiment will be described with reference to FIGS. 9A to 9C. Hereinafter, the description of the configuration common to the system 20 (FIG. 7A) according to the sixth embodiment will be omitted.

FIG. 9A is a block diagram of the vehicle system 110 and the system 20 according to the eighth embodiment attached to the vehicle system 110. The remote device 22 according to the sixth embodiment had a smart key storage unit 30 (FIG. 7B) for storing the smart key, but the remote device 22 according to the eighth embodiment was carried by the user together with the smart key 102. To. It is not always necessary to house the smart key 102 in the container.

FIG. 9B is a block diagram of the remote device 22 constituting the system 20 according to the eighth embodiment. The remote device 22 has a receiver 32, a processing device 33, an alarm issuing device 34, and a registration release button 35. The processing device 33 has a function of receiving the response signal transmitted from the smart key 102 via the receiver 32. The user can operate the registration release button 35 to put 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 registration state. The registered ID can be deleted by the user operating the registration cancellation button 35.

FIG. 9C is a diagram showing a signal transmission / reception sequence when a relay attack is set. The request signal transmitted from the vehicle 100 is relayed by the repeaters 50 and 51 for relay attack and transmitted to the smart key 102. When the smart key 102 transmits the response signal, the response signal is transmitted to the vehicle 100 via the repeaters 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. As the alarm issuing device 34, for example, a speaker may be used.

Next, the excellent effect of the system 20 according to the sixth embodiment will be described. The user of the vehicle 100 can notice that the relay attack is likely to be set by the alarm from the remote device 22. As soon as the user notices the warning, he / she can return to the vehicle 100 or call the police.

[9th Example]
Next, the system according to the ninth embodiment will be described with reference to FIGS. 10A and 10B. Hereinafter, the description of the configuration common to the system 20 (FIGS. 6A and 6B) according to the fifth embodiment will be omitted.

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

FIG. 10B is a diagram showing the operation of the processing device 23 of the system 20 according to the ninth embodiment. When the ignition switch is turned off and the lock operation or smart unlock operation of the vehicle 100 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, the excellent effect of the system 20 according to the ninth embodiment will be described. A vehicle thief by a relay attack has a strong tendency to follow the driver who got off the vehicle 100 and commit the crime when the vehicle 100 disappears, and it is not possible to follow the driver for a long time. do not. Therefore, there is a high probability that theft due to a relay attack will occur within a certain period 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 the image is acquired by the camera 24 from the time when the vehicle 100 is locked or the time when the smart unlock operation is detected, there is a high possibility that the thief is reflected in the image. Therefore, 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 elapses from the time when the vehicle 100 is locked, the risk of theft due to a relay attack decreases. Therefore, when a predetermined time elapses from the time when the vehicle 100 is locked, the image pickup by the camera 24 is stopped. May be good. Battery consumption can be reduced as compared with the case where image data is continuously acquired at all times. The "predetermined time" may be the time from when the user locks the vehicle 100 until the risk of vehicle theft due to a relay attack is almost eliminated.

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

[10th Example]
Next, the system 20 according to the tenth embodiment will be described with reference to FIG. Hereinafter, the description of the configuration common to the system 20 (FIG. 2A) according to the first embodiment will be omitted. In the tenth embodiment, one method of setting the vehicle 100 to 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 in-vehicle device 21.

FIG. 11 is a block diagram of the vehicle system 110 and the system 20 according to the tenth embodiment attached to the vehicle system 110. The system 20 includes an in-vehicle device 21. The collation ECU 103 of the vehicle 100 includes a storage device for storing 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 the smart operation prohibition flag. When the in-vehicle device 21 transmits a smart operation permissible signal to the collation ECU 103, the collation 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 allowable state.

As in the tenth embodiment, the state of the vehicle 100 may be set to the smart operation prohibited state or the smart operation allowed state by setting and resetting the smart operation prohibition flag 120. The collation ECU 103 may not transmit a request signal from the vehicle 100 to the smart key 102 when the vehicle 100 is in the smart operation prohibited state. If the request signal is not transmitted, the response signal is not returned from the smart key 102, so that the unlock by the smart operation is not performed.

[Eleventh Example]
Next, the system 20 according to the eleventh embodiment will be described with reference to FIG. Hereinafter, the description of the configuration common to the system 20 (FIG. 2A) according to the first embodiment will be omitted. In the eleventh embodiment, a method of setting the vehicle 100 to 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 in-vehicle device 21.

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

When the processing device 23 turns off the relay 27, the request signal is no longer radiated from the transmitting antenna 108. Therefore, locking and unlocking by smart operation will 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 Example]
Next, the system 20 according to the twelfth embodiment will be described with reference to FIG. Hereinafter, the description of the configuration common to the system 20 (FIG. 2A) according to the first embodiment will be omitted. In the twelfth embodiment, one method of setting the vehicle 100 to 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 in-vehicle device 21.

FIG. 13 is a block diagram of the vehicle system 110 and the system 20 according to the twelfth embodiment attached to the vehicle system 110. The sensor 109 of the vehicle system 110 is connected to the collation 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 unlock operation is performed, the collation ECU 103 receives a signal from the sensor 109 notifying that the unlock operation has been performed.

The system 20 includes a processing device 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 controls the on / off of the relay 28. When the relay 28 is turned off, the signal notifying that the smart unlock operation is performed does not reach the collation ECU 103. Therefore, the vehicle 100 is not unlocked even if the smart unlock 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 Example]
Next, the system 20 according to the thirteenth embodiment will be described with reference to FIG. Hereinafter, the description of the configuration common to 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 in-vehicle device 21.

FIG. 14 is a block diagram of the vehicle system 110 and the system 20 according to the thirteenth embodiment attached to the vehicle system 110. The system 20 is composed of an adapter 29. Power is supplied from the battery 113 of the vehicle 100 to the collation ECU 103 via the adapter 29. The adapter 29 turns on / off the supply of power from the battery 113 to the collation ECU 103. When the adapter 29 turns off the supply of power to the collation ECU 103, the collation ECU 103 does not operate, so that it cannot be locked and unlocked by smart operation. The state in which the adapter 29 cuts off the power supply corresponds to the smart operation prohibition state, and the state in which the power is supplied to the collation ECU 103 via the adapter 29 corresponds to the smart operation allowable state.

An alarm device such as a speaker may be provided on the adapter 29. For example, when the adapter 29 detects that the smart unlock operation has been performed in the smart operation prohibited state, it is preferable to output an alarm sound from the alarm device. As a result, the theft deterrent effect of the vehicle 100 by the relay attack can be obtained.

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

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

When the remote device 22 detects a radio wave in the frequency band of the request signal, it radiates a jamming radio wave in the frequency band of the request signal. Since this jamming radio wave propagates to the smart key 102, the smart key 102 cannot detect the request signal. In this way, the remote device 22 functions as a jammer.

FIG. 15B is a timing chart of the signal 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. Upon receiving the wake signal, the smart key 102 returns an ACK signal to the vehicle 100. Upon receiving the ACK signal, the vehicle 100 transmits a request signal including information such as a vehicle ID to the smart key 102. Upon receiving 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 the operation. Therefore, in the present specification, the wake signal and the request signal shown 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 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 14th embodiment is used. When the remote device 22 detects a radio wave in the frequency band of the wake signal (request signal), it emits a jamming radio wave in the same frequency band. Therefore, the smart key 102 cannot detect the wake signal. Furthermore, the request signal after the wake signal cannot be detected during the period when the jamming radio wave is emitted.

Next, the excellent effect of the system according to the 14th embodiment will be described. In the 14th embodiment, the smart key 102 cannot detect the request signal from the vehicle 100 due to the jamming radio wave being radiated from the remote device 22. Therefore, the smart key 102 does not return a response signal. Since the response signal is not returned to the vehicle 100, the thief cannot unlock the vehicle by the relay attack. This makes it possible to reduce the risk of vehicle theft due to a relay attack. The user of the vehicle 100 can unlock the vehicle by performing the remote control unlock operation even when the jamming radio wave is radiated.

[Modified example of the 14th embodiment]
Next, a modification of the 14th embodiment will be described.
The remote device 22 may be provided with a switch for disabling the radiating function of jamming radio waves. The vehicle user can perform a smart unlock operation to unlock the vehicle by operating a switch to disable the jamming radio wave radiation function.

The remote device 22 may have a function of disabling the radiating function of jamming radio waves according to the level of the physical quantity depending on the distance from the vehicle 100 to the remote device 22. For example, if the physical quantity depending on this distance is compared with a predetermined level and it is determined that the distance from the vehicle 100 to the remote device 22 is less than or equal to the distance corresponding to the predetermined level, the emission of jamming radio waves is prevented. good. When the remote device 22 is provided with this function, the user can approach his / her own vehicle and perform a smart unlock operation to unlock the vehicle. The "predetermined level" is a range of distances that does not cause inconvenience when the user performs the unlock operation by normal smart operation, and that the user can notice the theft of the vehicle 100. It is good to set the level corresponding to the inside.

As the 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 signal transmitted periodically from the vehicle-mounted device 21 (FIG. 2A) mounted on the vehicle 100 to the remote device 22. This signal may include the vehicle ID that identifies the vehicle 100 and may associate the remote device 22 with the vehicle 100. 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 that satisfies the standard of the specified low power radio. Further, radio waves conforming to the Bluetooth Low Energy (BLE) standard may be used.

The remote device 22 may radiate jamming radio waves for a period of time during which the smart key 102 cannot decode the data contained in the request signal. For example, the emission of jamming radio waves may be stopped after the fall point of the request signal in a general smart entry system. It should be noted that the jamming radio wave may be emitted only during the period from the rise to the fall of the request signal to the extent that decoding of some data included in the request signal becomes impossible. The strength of the jamming radio wave is set to a lower limit value at which the smart key 102 carried together with the remote device 22 cannot detect the request signal, and the strength of the jamming radio wave is set to the lower limit value with respect to the smart key of a third party around the user of the vehicle 100. Therefore, it is advisable to set the upper limit to the extent that it does not have an adverse effect.

[15th Example]
Next, the system according to the fifteenth embodiment will be described with reference to FIG. Hereinafter, the description of the configuration common to the system 20 (FIG. 15A) according to the 14th embodiment will be omitted. In the 14th embodiment, the remote device 22 radiates a jamming radio wave in the frequency band of the request signal, but in the 16th embodiment, the remote device 22 is in the frequency band of the response signal (for example, the UHF band such as 312 MHz to 315 MHz). It emits jamming radio waves.

FIG. 16 is a diagram showing a signal transmission / reception sequence when a relay attack is set. The request signal transmitted from the vehicle 100 is relayed by the repeaters 50 and 51 for relay attack and transmitted to the smart key 102. Radio waves in the frequency band (for example, 124 kHz, 134 kHz band) of the relayed request signal are 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 the radio wave in the frequency band of the request signal radiates the jamming radio wave in the frequency band of the response signal. Therefore, the repeater 51 carried by the thief cannot relay the response signal. As a result, the vehicle cannot be unlocked by the relay attack. This makes it possible to reduce the risk of vehicle theft due to a relay attack. The user of the vehicle 100 can unlock the vehicle by performing the remote control unlock operation even when the jamming radio wave is radiated.

[Modified example of the 15th embodiment]
Similar to the modified example of the 14th embodiment, the fifteenth embodiment may also have a function of disabling the radiation of jamming radio waves according to the distance from the vehicle 100 to the remote device 22.

The remote device 22 may radiate jamming radio waves for a period of time during which the vehicle 100 cannot decode the data included in the response signal from the smart key 102. For example, the emission of jamming radio waves may be stopped after the fall point of the response signal in a general smart entry system. It should be noted that the jamming radio wave may be emitted only during the period from the rise to the fall of the response signal to the extent that decoding of some data included in the response signal becomes impossible. The strength of the jamming radio wave may be increased to such an extent that the repeater 51 cannot normally detect the response signal.

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 may cover all frequency bands of radio waves used by various manufacturers. Further, a system according to the fifteenth embodiment may be constructed for each manufacturer.

The scope of the invention is not limited to the configurations expressly described herein, but also includes combinations of various aspects of the invention disclosed herein. Of the present invention, the configuration for which a patent is sought is specified in the appended claims, but even if the configuration is not currently specified in the claims, it is disclosed in the present specification. We intend to make such a configuration the scope of claims in the future.

The invention of the present application is not limited to the configuration described in the above-described embodiment. The components of each 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 any component described in the means for solving the invention are embodied. It may be configured in any combination with. We also intend to acquire the rights to these in the amendment or divisional application of the present application. Further, even if there is a description of "when" or "when", it is not described as a configuration limited to that case or at that time. It also discloses these cases and untimely configurations, and intends to acquire the rights. In addition, the places where the description is accompanied by an order are not limited to this order. It also discloses a configuration in which some parts have been deleted or the order has been changed, and has the intention of acquiring rights.

In addition, he intends to acquire the rights to the whole design or the partial design by filing a change application to a design application. Although the entire drawing of the device is drawn with solid lines, it is a drawing including not only the whole design but also the partial design requested for a part of the device. For example, it is a drawing which includes a part of the device as a partial design regardless of the member as well as a part of the member of the device as a partial design. As a part of the device, it may be a part of the device or a part of the member. Not only the whole design, but also the partial design in which any part of the solid line part of the drawing is a broken line part is intended to be granted the right.

20 System 21 In-vehicle device of system 22 Remote device of system 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 Deregistration Buttons 50, 51 Relay 100 Vehicle 101 In-vehicle device 102 Smart key 102L Lock button 102U 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 (4)

It is retrofitted to a vehicle system equipped with a function to perform smart operation, which is at least one operation of unlocking the vehicle and starting the engine, based on a response signal from the smart key to a request signal transmitted from the vehicle to the smart key. System
An imaging means for capturing at least one image of the inside and the surrounding of the vehicle,
A system having a processing means for storing image data acquired by the image pickup means in a storage means or uploading the image data to an external server from the time when the vehicle is locked or when the unlocking operation by the smart operation is detected. A function for performing smart operation, which is at least one of unlocking and starting the engine of the vehicle based on a response signal from the smart key to a request signal transmitted from the vehicle to the smart key, and an antenna for wirelessly transmitting the request signal. It is a system that is retrofitted to a vehicle system equipped with
A switch means for switching between conduction and non-conduction of the feeder line of the antenna, and
A system having a processing means for prohibiting the smart operation by controlling the switch means to make the feeder line non-conducting. It is retrofitted to a vehicle system equipped with a function to perform smart operation, which is at least one operation of unlocking the vehicle and starting the engine, based on a response signal from the smart key to a request signal transmitted from the vehicle to the smart key. System
A system having a function of prohibiting the smart operation by deactivating a sensor that detects an operation of unlocking the vehicle or by blocking transmission of a detection result from the sensor. It is retrofitted to a vehicle system equipped with a function to perform smart operation, which is at least one operation of unlocking the vehicle and starting the engine, based on a response signal from the smart key to a request signal transmitted from the vehicle to the smart key. System
A system having a function of prohibiting the smart operation by cutting off the power supply to the collation ECU that controls the transmission of the request signal and the reception of the response signal.

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