WO2018127354A1 - Système d'entrée de véhicule - Google Patents

Système d'entrée de véhicule Download PDF

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Publication number
WO2018127354A1
WO2018127354A1 PCT/EP2017/082007 EP2017082007W WO2018127354A1 WO 2018127354 A1 WO2018127354 A1 WO 2018127354A1 EP 2017082007 W EP2017082007 W EP 2017082007W WO 2018127354 A1 WO2018127354 A1 WO 2018127354A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
entry device
vehicle entry
user
signal
Prior art date
Application number
PCT/EP2017/082007
Other languages
English (en)
Inventor
Andrew Bradley
Hester CORNE
Original Assignee
Jaguar Land Rover Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Jaguar Land Rover Limited filed Critical Jaguar Land Rover Limited
Publication of WO2018127354A1 publication Critical patent/WO2018127354A1/fr

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Classifications

    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C9/00—Individual registration on entry or exit
    • G07C9/00174—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys
    • G07C9/00309—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys operated with bidirectional data transmission between data carrier and locks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/20—Means to switch the anti-theft system on or off
    • B60R25/25—Means to switch the anti-theft system on or off using biometry
    • B60R25/252—Fingerprint recognition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/20—Means to switch the anti-theft system on or off
    • B60R25/25—Means to switch the anti-theft system on or off using biometry
    • B60R25/255—Eye recognition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/20—Means to switch the anti-theft system on or off
    • B60R25/25—Means to switch the anti-theft system on or off using biometry
    • B60R25/257—Voice recognition
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C9/00—Individual registration on entry or exit
    • G07C9/20—Individual registration on entry or exit involving the use of a pass
    • G07C9/22—Individual registration on entry or exit involving the use of a pass in combination with an identity check of the pass holder
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C9/00—Individual registration on entry or exit
    • G07C9/20—Individual registration on entry or exit involving the use of a pass
    • G07C9/22—Individual registration on entry or exit involving the use of a pass in combination with an identity check of the pass holder
    • G07C9/25—Individual registration on entry or exit involving the use of a pass in combination with an identity check of the pass holder using biometric data, e.g. fingerprints, iris scans or voice recognition
    • G07C9/26—Individual registration on entry or exit involving the use of a pass in combination with an identity check of the pass holder using biometric data, e.g. fingerprints, iris scans or voice recognition using a biometric sensor integrated in the pass
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/10—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles actuating a signalling device
    • B60R2025/1013—Alarm systems characterised by the type of warning signal, e.g. visual, audible
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/20—Means to switch the anti-theft system on or off
    • B60R25/23—Means to switch the anti-theft system on or off using manual input of alphanumerical codes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/20—Means to switch the anti-theft system on or off
    • B60R25/25—Means to switch the anti-theft system on or off using biometry
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C9/00—Individual registration on entry or exit
    • G07C9/00174—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys
    • G07C9/00309—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys operated with bidirectional data transmission between data carrier and locks
    • G07C2009/00555—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys operated with bidirectional data transmission between data carrier and locks comprising means to detect or avoid relay attacks
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C2209/00—Indexing scheme relating to groups G07C9/00 - G07C9/38
    • G07C2209/60—Indexing scheme relating to groups G07C9/00174 - G07C9/00944
    • G07C2209/63—Comprising locating means for detecting the position of the data carrier, i.e. within the vehicle or within a certain distance from the vehicle
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C9/00—Individual registration on entry or exit
    • G07C9/00174—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys
    • G07C9/00563—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys using personal physical data of the operator, e.g. finger prints, retinal images, voicepatterns
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C9/00—Individual registration on entry or exit
    • G07C9/20—Individual registration on entry or exit involving the use of a pass
    • G07C9/22—Individual registration on entry or exit involving the use of a pass in combination with an identity check of the pass holder
    • G07C9/23—Individual registration on entry or exit involving the use of a pass in combination with an identity check of the pass holder by means of a password

Definitions

  • the present disclosure relates to vehicle entry systems and particularly, but not exclusively, to a vehicle entry device which enables an individual to command one or more operations of a vehicle, wherein the vehicle operations are commanded in dependence on verification of the individual's identification and the individual's proximity to the vehicle, wherein the vehicle operations include unlocking the doors of the vehicle.
  • aspects of the invention relate to a vehicle entry device, to a vehicle and to a method of using the vehicle entry device to command one or more operations of the vehicle.
  • RKE remote keyless entry
  • Keyless remotes are activated, upon demand, by selectively pressing buttons on the keyless remote to command specific vehicle operations. Activating the keyless remote causes it to generate a radio wave command signal, containing a key code identifier, which is transmitted to a receiver unit in the vehicle. The receiver unit performs one or more vehicle operations in response to the command signal.
  • passive entry systems have been developed which make it possible to gain authorised access to a vehicle and start the vehicle's engine without any interaction by the authorised user or vehicle owner with a key fob. Such passive entry systems work by the vehicle sending a radio signal to the key fob which the key fob then responds to by sending an unlock request.
  • the challenge signal from the vehicle may be sent in response to a door handle being pulled, for example.
  • passive entry systems allow more convenient access to a vehicle as the key fob can remain pocketed throughout the approach to/exit from the vehicle.
  • passive entry systems are potentially vulnerable to relay attacks, in which a signal booster is used to relay the challenge signal from the vehicle and/or the challenge response signal from the key fob over larger distances such that a third party can gain unauthorised access to the vehicle without alerting the key fob holder.
  • the present invention has been devised to mitigate or overcome at least some of the above-mentioned problems.
  • a vehicle entry device comprising: an input for receiving a user input; a processor arranged to generate a command signal to authorise an operation of a vehicle; a signal output for outputting the command signal to the vehicle; wherein the processor is arranged to: determine a location of the vehicle and a location of the vehicle entry device, and produce a communication prompt to the user, requesting the user input, in dependence thereon; verify a user identity of a user in dependence on the user input; verify a user's proximity to the vehicle in dependence on information relating to a location of the vehicle entry device relative to a location of the vehicle; and in the event that the user's proximity and the user identity are verified, generate the command signal.
  • the invention By generating the command signal in dependence on verification of a user's identity, the invention provides a significant security improvement. Requiring verification of a user's identity effectively pairs the vehicle entry device to the individual, such that a stolen vehicle entry device will not allow a thief to access a vehicle or command other vehicle operations.
  • the invention By additionally verifying a user's proximity to the vehicle, the invention provides a device which commands a vehicle operation with increased certainty that the command was a deliberate action; the user having made an approach towards the vehicle and entered sufficient proximity. This further enhances the security of the vehicle entry device.
  • the information relating to a location of the vehicle entry device relative to a location of the vehicle may be determined, for example, by measuring the signal strength of communication signals exchanged between the vehicle and the vehicle entry device.
  • the command signal takes the form of a Bluetooth® signal or Wi-Fi signal.
  • the command signal is generated in dependence on information relating to motion of the passive entry device.
  • the command signal may only be sent if the vehicle entry device has moved or been perturbed. Such perturbations would be expected for example, if the user is making a walking approach to the vehicle and attempting to send a command signal unlocking the vehicle doors.
  • the processor is arranged to measure the motion of the vehicle entry device and to generate the command signal in dependence thereon.
  • the invention provides enhanced sophistication. For example, the measured motion can be analysed to better understand the motion of the vehicle entry device, such that, an attempted access to the vehicle can be granted with greater certainty of the device holder's intention.
  • the processor is arranged to generate the command signal in dependence on a measurement of a non-zero acceleration of the device.
  • the passive entry device performs a gait analysis of the measured acceleration.
  • the processor is configured to generate the command signal in dependence on the gait analysis being indicative of a user having the device in his/her possession whilst walking or running. In this way, gait analysis could be used to confirm that the vehicle entry device is in the possession of a walking or running individual, as would be expected during an approach to the vehicle.
  • the vehicle entry device further comprises a signal input for receiving a connection signal from the vehicle and the processor is arranged to determine a signal strength of the connection signal and produce the communication prompt in dependence thereon.
  • the processor is arranged to generate an identification signal to output to the vehicle to enable the vehicle to check that the vehicle entry device is associated with the vehicle.
  • the command signal comprises the identification signal.
  • verifying the user identity comprises verifying the user input.
  • the user input comprises an identification key code.
  • the user input comprises a control gesture.
  • the user input comprises a biometric input.
  • biometric inputs significantly enhances the security of the vehicle entry device as biometric authentication methods are considerably more difficult to falsify than other identification methods such as key code identification.
  • a further advantage of biometric authentication is that the identification means are unique to the individual and cannot be forgotten or altered in the same manner as a key code identifier.
  • the biometric input comprises at least one of: retinal scanning, iris recognition, finger print recognition, finger vein identification, facial recognition or voice identification.
  • the processor is arranged to store a first user input in a memory database to create a stored user input; and to verify the user identity by comparing a second user input to the stored user input to determine whether they correspond.
  • the unique identifier may be a physical feature or personalised input such that it is easily replicated by the individual upon request.
  • the processor is arranged to determine that the user is an unverified user if the second user input does not correspond to the stored user input.
  • the vehicle entry device is arranged to collect information pertaining to the unverified user.
  • information pertaining to the unverified user will act as both a deterrent to acts of theft and in the event that the vehicle entry device is stolen, information pertaining to the unverified user may be captured and distributed, for example to other connected devices, to help to retrieve and/or monitor the vehicle entry device. This type of feature was not possible with previous vehicle entry devices and the invention could significantly reduce vehicle thefts in the future.
  • the collected information pertaining to the unverified user comprises the second user input and the information is stored in the memory database.
  • the vehicle entry device comprises a signal input for receiving a signal transmitted by an antenna on or within the vehicle.
  • the antenna on the vehicle takes the form of a Bluetooth® beacon.
  • the processor is arranged to determine a signal strength of the signal received at the signal input of the vehicle entry device and generate the command signal when the signal strength is above a threshold and the user identity being verified.
  • the additional security challenge improves the security of the vehicle entry device as the proximity challenge limits access to an individual within a suitable proximity of the vehicle. In this manner, a third party is unable to access the vehicle without the individual being in close proximity and hence more likely to witness the act, which is a significant deterrent to an act of theft.
  • the vehicle operation authorised by the command signal comprises unlocking or locking of a door of the vehicle.
  • This may optionally be any door of the vehicle, including any of: a passenger door, a vehicle bonnet (or hood), a vehicle boot (or trunk), a vehicle tailgate, a sunroof, a stowage bay or a convertible roof.
  • the vehicle operation authorised by the command signal comprises activating or deactivating a hazard light of the vehicle.
  • the vehicle operation authorised by the command signal comprises activating or deactivating a headlight of the vehicle.
  • the vehicle operation authorised by the command signal comprises activating or deactivating sidelights, side marker lamps, parking lights or running lights of the vehicle.
  • the vehicle operation authorised by the command signal comprises activating or deactivating a horn of the vehicle.
  • the vehicle entry device is configured to communicate with a cellular network.
  • vehicle entry device When the vehicle entry device is able to communicate with a cellular network its functionality is significantly improved and the invention becomes suitable for additional uses which may reduce the number of items that an individual keeps on their person; removing the need to carry an additional key fob/keyless remote for the vehicle.
  • a vehicle configured to execute one or more operations of the vehicle in dependence on a command signal output from a vehicle entry device as described in a previous aspect of the invention.
  • a method of operating a vehicle entry system comprising: determining a location of a vehicle and a location of a vehicle entry device; prompting a user to enter a user input at a vehicle entry device in dependence on the determined location of the vehicle and the determined location of the vehicle entry device; receiving the user input at the vehicle entry device; transmitting a command signal from the vehicle entry device; receiving the command signal at a vehicle; wherein the command signal authorises an operation of the vehicle and the command signal is transmitted from the vehicle entry device in dependence on the vehicle entry device verifying a user identity and a user's proximity to the vehicle.
  • the user's proximity to the vehicle may be verified in dependence on information relating to a location of the vehicle entry device relative to a location of the vehicle.
  • a vehicle configured to operate a vehicle entry system using a vehicle entry method as described in a previous aspect of the invention.
  • a computer program for operating a vehicle entry system comprising instructions to cause a vehicle entry device, as described in a previous aspect of the invention, to execute a method as described by another previous aspect of the invention.
  • a mobile communication device comprising a vehicle entry device as described in a previous aspect of the invention.
  • a passive entry passive start device comprising a vehicle entry device as described in a previous aspect of the invention.
  • Figure 1 is a representation of a vehicle with a known passive entry system
  • Figures 2 and 3 illustrate a method of operation of a known passive entry system
  • Figures 4 and 5 illustrate a relay attack within a known vehicle/passive entry system
  • Figure 6 illustrates an embodiment of a system in accordance with the present invention
  • Figure 7 shows an embodiment of a 'virtual' keyless remote application on a vehicle entry device in accordance with the present invention
  • FIGS 8 to 12 illustrate embodiments of methods of operation of the system of Figure 6 in accordance with the present invention.
  • FIG. 13 illustrates an embodiment of a connected system in accordance with the present invention
  • Embodiments of the present claimed invention relate to a system and method for using a vehicle entry device in co-operation with a keyless vehicle entry system to authorise one or more operations of a vehicle.
  • Known passive entry key fobs and keyless remotes are enabled with wireless communication functionality such that they can communicate with an associated vehicle and authorise one or more vehicle actions including unlocking/locking the vehicle doors during an approach towards or exit from the vehicle.
  • Figure 1 shows a vehicle 1 and an associated key fob 2 in wireless communication with each other.
  • the key fob 2 depicted in Figure 1 , is a device which features a transceiver 3 and a control circuit 4 among other components.
  • the transceiver 3 is able to transmit/receive signals in communication with a passive entry system of the vehicle 1 .
  • the control circuit 4 exchanges signals with the transceiver 3 and is able to receive an authentication challenge from the vehicle 1 and generate a corresponding signal in response.
  • the response signal may comprise a key code or similar identifier of the key fob 2.
  • the vehicle 1 of Figure 1 features an electronic control unit (ECU) 5, which includes a range of in-vehicle modules, such as a passive entry system control module, and a door-lock control module.
  • ECU 5 and the associated in-vehicle modules are operatively connected to different systems within the vehicle 1 , which include a door- lock system 6 and a plurality of antennas 7.
  • the door-lock system 6 is configured to receive command signals from the ECU 5 and lock/unlock the vehicle doors in response thereto.
  • the plurality of antennas 7 are in communication with the passive entry system control module and are also configured to wirelessly communicate with the associated key fob 2, via the key fob's transceiver 3.
  • the wireless communication between the vehicle antennas 7 and the key fob transceiver 3 may include communication via a number of different communication protocols such as short range signals, including Bluetooth® Low Energy (Bluetooth® LE) signals, and/or via longer range signals. Different signal frequencies may be preferable between longer range and shorter range transmissions where adverse environmental factors such as obstructing elements may be present.
  • the wireless communication enables the exchange of signals between the vehicle 1 and the key fob 2.
  • the ECU 5 is able to process input signals and, in return, generate and transmit output signals to control the various systems of the vehicle 1 .
  • the vehicle 1 in communication with the key fob 2, is equipped to process the passive entry sequence outlined in Figures 2 and 3.
  • Figures 2 and 3 describe a known method of operation for keyless entry to a vehicle.
  • Figure 2 describes the initial connection between the key fob 2 and the vehicle 1 which prepares the vehicle for an access request
  • Figure 3 describes the security challenges which are sent from the vehicle 1 to the key fob 2 in response to an access request.
  • a successful response to the access request grants the key fob holder access to the vehicle 1 .
  • the key fob holder approaches the vehicle to initiate the passive entry operation.
  • the vehicle antennas 7 may periodically or continuously scan or 'listen', as shown in step 201 , for an advertisement signal from the key fob 2 and the ECU 5 analyses the results of the scan in step 202.
  • the key fob 2 advertises itself by broadcasting advertisement signals from the transceiver 3.
  • the process may be terminated 203, leaving the vehicle doors locked in step 200 and the vehicle 1 may subsequently continue to search for advertisement signals, as in step 201 .
  • the key fob advertisement signal is received 204 at the vehicle's ECU 5, and the process moves to step 205.
  • the ECU 5 acknowledges the key fob's advertisement signal and forms a communicative connection with the key fob 2.
  • the system may react to the connection by enabling one or more access features in step 206.
  • the access features may include but are not limited to such vehicle operations as the activation of the vehicle headlights, the retraction of door handle covers and/or enabling of additional vehicle systems. These access features are intended to welcome the key fob holder to the vehicle and provide helpful assistance to their entry.
  • step 207 the system awaits a suitable access request. It is noted that the system may wait for an access request within a suitable time limit, beyond which the connection with the key fob 2 may be terminated.
  • the access requests take various forms and may be, for example, pulling a door handle, pressing a button on the door handle and/or specific gestures may constitute a suitable access request.
  • the system has detected a suitable access request, at step 301 , which triggers the subsequent processing.
  • a suitable access request For example, the key fob holder may have reached the vehicle 1 and pulled the door handle to produce the access request.
  • the ECU 5 receives the access request signal and, in response, the ECU 5 generates a challenge signal.
  • the challenge signal is transmitted via the vehicle antennas 7 to the key fob 2 in step 302.
  • the challenge signal may include any suitable authentication method but most commonly requests a key code identifier from the key fob 2.
  • step 303 the key fob 2 receives the challenge signal via the key fob transceiver 3 and the control circuit 4 generates a reply signal that communicates the key fob's identification. The signal is then transmitted back from the key fob transceiver 3 to the vehicle antennas 7.
  • step 304 response signals are received by the vehicle antennas 7 and sent to the ECU 5 for analysis.
  • step 201 If a response is not received, or the response does not match the authentication criteria, then the response is rejected, the connection to the key fob 2 is terminated 305 and the vehicle doors remain locked in step 300.
  • the vehicle 1 may subsequently continue to search for advertisement signals as in step 201 .
  • the ECU 5 issues a command signal 306 to the door-lock system 6.
  • the door-lock system 6 receives and interprets the command signal to unlock the vehicle door, in step 307.
  • the processing operations of Figure 3 may be enacted in a sufficiently short period of time that the access request and the unlocking of the door may appear simultaneous to the key fob holder. As such, the unlocked door may open as the key fob holder pulls the door or alternatively be opened thereafter.
  • the process described allows the key fob holder to keep the key fob 2 pocketed throughout their approach to the vehicle 1 and the key fob 2 unlocks the vehicle as they attempt to access the vehicle 1 .
  • the system provides greater convenience to the driver and the pocketed key fob is less vulnerable to theft or accidental loss.
  • passive entry vehicle entry systems have become increasingly common features within the automobile industry.
  • the passive entry system described in Figures 2 and 3 leaves the vehicle susceptible to alternative methods of theft.
  • One such example is a relay-attack, in which, an attacker can relay messages between one source, such as the vehicle 1 , and another device, such as the key fob 2, to make the two entities appear closer together than their physical proximity.
  • a relay-attack is used to make the ECU 5 act as though the vehicle 1 were in close communication with the key fob 2. Relaying communications in this manner enables an attacker to gain access to the vehicle 1 without the key fob holder's knowledge or any traces of unauthorised entry, and without the key fob itself.
  • Some passive entry systems are susceptible to relay attacks from a single relay device which amplifies the challenge signal sent from the vehicle 1 to the key fob 2, or vice versa.
  • the attacker may have watched the key fob holder exit and move away from the vehicle 1 whilst identifying their target and subsequently the attacker may prompt the vehicle to issue the challenge signal, for example by pulling the door handle.
  • the attacker may use the relay device to amplify the vehicle's challenge signal such that it reaches the distant key fob 2, which produces and transmits its identification key code signal in response.
  • the identification signal typically has a much greater range and, as such, the vehicle may receive the longer range signal from the key fob 2 and grant the attacker access to the vehicle.
  • the defence systems measure the signal strength of the key fob identification signal at the vehicle antennas 7 and find that the signal's strength is lower than expected.
  • this simple means of defence remains susceptible to a relay attack from a pair of relay devices.
  • the relay devices may be relatively inexpensive and would include an antenna for capturing/reproducing source signals, amplifiers to boost signal strength and filters to restore signal quality.
  • the devices typically include suitable circuitry to up-convert or down-convert signals in order to produce high frequency signal transmission between distant relay devices.
  • the relay devices may additionally include modulating and de-modulating components to first demodulate the signal, transmitting it as digital information and then modulate it near the target.
  • relay describes a process in which, the source signal is captured by a first relay device, where the signal may be filtered, amplified and up- converted to a higher frequency for transmission to a second relay device.
  • a second relay device will similarly down-convert, amplify and filter the transmitted signal to restore the signal to its original state.
  • An antenna on the second device is subsequently able to reproduce the signal, as emitted by the source, in sufficient proximity of the target and establish the required close proximity communication.
  • Figures 4 and 5 are typical of a situation in which the key fob holder has parked their vehicle 1 in a car park. The individual exits the vehicle and their movement away from the vehicle, or a suitable locking command from the key fob 2, causes the vehicle doors to lock. The vehicle locking is often confirmed by indicators such as a flash of the exterior lights of the vehicle, and/or an audible tone.
  • the vehicle antennas 7 subsequently scan, in step 401 , for a key fob signal.
  • an attacker can position a first relay device at the entry/exit to the car park, with a second relay device kept in the attacker's possession.
  • the key fob 2 is broadcasting an advertisement signal, which can be captured by the first relay device and relayed to the second relay device for transmission to the vehicle, as in step 402.
  • the second relay device may be in the possession of the attacker and in close proximity to the vehicle 1 . If the attacker is within sufficient proximity of the vehicle 1 , the vehicle antennas 7 will detect the reproduced advertisement signal and transmit the signal to the ECU 5, in step 403.
  • the ECU 5 receives the advertisement signal, as 405, and as a result the system forms the communicative connection to the key fob 2 and enables the access features as previously described with reference to steps 205 and 206 of Figure 2, shown as steps 406 and 407 in Figure 4. As in Figure 2, the system enters a prepared state in step 408, awaiting an access request.
  • the attacker interacts with the target vehicle 1 in a suitable manner, for example by pulling the door handle, to satisfy an access request.
  • This action is demonstrated by step 501 in Figure 5 and the access request causes the ECU 5 to generate a challenge signal which is transferred to the vehicle antennas 7 for transmission.
  • the challenge signal is captured at the second relay device and relayed to the first relay device, which subsequently reproduces the challenge signal to the key fob 2; establishing continued communication between the two end-point systems, in step 502.
  • the vehicle 1 and key fob 2 act as though they are within close proximity of each other and the key fob 2 generates the identification signal, in response to the challenge, which is similarly relayed back to the second relay device and transmitted to the vehicle antennas 7, in step 503.
  • the response is processed by the ECU 5, in step 504, and, in the event that the response is successful, the ECU 5 issues a command signal 506 to the door-lock system 6.
  • the door-lock system 6 enacts the command signal and unlocks the vehicle door, as step 507.
  • the attacker is able to open the vehicle without alerting anyone, including the key fob holder.
  • the key fob signal strength is measured by the ECU 5 in an attempt to confirm the proximity of the key fob 2 to the vehicle 1 .
  • the proximity check is generally completed after the challenge response has been processed, i.e. after step 504.
  • the ECU 5 If the relayed signal fails the signal strength test performed by the ECU 5, or is otherwise not authenticated, the ECU 5 sends a command 505 to the door lock system to remain locked at step 500.
  • the test is similarly susceptible to the same relay-attack and signal boosting described above.
  • Embodiments of the present claimed invention utilise identification features to verify the identity of the individual making an access request to the vehicle.
  • the presently claimed invention provides protection against the forms of theft described above.
  • Figure 6 shows a system and method in accordance with an embodiment of the claimed invention and includes the use of a vehicle entry device 8 in wireless communication with an associated vehicle 9.
  • the wireless communication enables the vehicle entry device 8 to authorise one or more operations of the vehicle 9.
  • the vehicle entry device 8 may authorise the vehicle 9 to unlock/lock the vehicle doors and start the engine.
  • the wireless communication takes place during the vehicle entry device holder's approach to the vehicle 9 and features an exchange of signals, between the vehicle 9 and the vehicle entry device 8, that verify the access credentials of the vehicle entry device 8.
  • the wireless communication thusly enables the vehicle entry device holder to unlock the vehicle doors during their approach to the vehicle 9, via a suitable interaction with the vehicle entry device 8.
  • the vehicle 9 of Figure 6 may be any suitable vehicle including at least a vehicle entry system configured for wireless communication with a vehicle entry device 8.
  • the vehicle may be substantially similar to the vehicle 1 described in Figure 1 , featuring an ECU 5, a door-lock control system 6 and antennas 7, for example.
  • the vehicle entry device 8 of Figure 6 may be any suitable smart computing device such as, a smartphone, tablet, smartwatch, laptop or key fob which is suitably portable and configured to provide the capabilities outlined below.
  • Systems and methods according to embodiments of the present invention feature means for wireless communication between the vehicle entry device 8 and vehicle antennas 7.
  • the wireless communication may, for example, be enabled by transceivers on the vehicle entry device 8 configured to wirelessly communicate with the vehicle antennas 7.
  • the wireless communication may include communication via a number of different communication protocols such as short range signals, for example, Bluetooth® LE signals, and/or via longer range signals. Different signal frequencies may be preferable between longer range and shorter range transmissions where adverse environmental factors such as obstructing elements may be present.
  • the system may additionally be configured to measure the strength of the communication signals exchanged between the vehicle entry device 8 and the vehicle 9.
  • the transceivers may also be configured to communicate with global positioning systems (GPS), cellular networks, Bluetooth® enabled devices and other vehicle entry devices.
  • GPS global positioning systems
  • GPS may widen the auxiliary capabilities of the vehicle entry device 8.
  • GPS may enable the location of the vehicle entry device 8 and/or the vehicle 9 to be recorded at key-off of the vehicle 9, or any relevant "end-of-journey" event of the vehicle, and stored such that the location can subsequently be recalled by the vehicle entry device 8 to assist the vehicle entry device holder in locating the vehicle 9.
  • the wireless communication proceeds via both Bluetooth® LE signals and longer range signals and the vehicle entry device 8 features transceivers configured to wirelessly communicate with GPS and the vehicle antennas 7.
  • Systems and methods according to embodiments of the present invention may feature means for identifying the user, which may include fingerprint recognition, key code identification, gesture control and/or other applications of biometric authentication, such as retinal scanning, iris recognition, finger vein identification, facial recognition or voice identification.
  • the identification may be completed by features of the vehicle entry device 8 and/or the vehicle 9.
  • Identification data for example fingerprint scans, may be recorded by the device 8 and/or vehicle 9 and stored in memory databases such that subsequent identification scans can be verified against the data stored in the memory.
  • the vehicle entry device 8 can be paired to one or more individuals via unique identifiers which ensure that a stolen vehicle entry device 8 will not allow a thief to command vehicle operations through the vehicle entry device 8.
  • fingerprint identification via a fingerprint scanning feature of the vehicle entry device 8 is used to identify the user.
  • Systems and methods according to embodiments of the present invention may feature means for running a variety of software components on the vehicle entry device 8 and/or vehicle 9.
  • one such software component is an application that enables the vehicle entry device 8 to act as a 'virtual' keyless remote, as exemplified by Figure 7.
  • Figure 7 shows a 'virtual' keyless remote embedded within an application of the vehicle entry device 8.
  • the application features soft keys or buttons 701 to 706. Upon selection, the buttons may cause the vehicle entry device 8 to transmit a command signal to the vehicle antennas 7 to authorise one or more operations of the vehicle.
  • button 701 commands the vehicle doors to lock
  • button 702 commands the vehicle doors to unlock
  • button 703 commands the vehicle headlights to turn on/off
  • button 704 commands the vehicle boot to unlock/open
  • button 705 commands the operation of the vehicle hazard lights.
  • the application may feature additional buttons to further increase the range of possible vehicle operations and/or to communicate with other vehicle entry devices or keyless remotes.
  • button 706 may be used to enable key sharing capabilities between other vehicle entry devices 8 and/or keyless remotes.
  • a 'virtual' keyless remote application would provide the functionality of a traditional keyless remote and the command of additional vehicle operations through an interface of the vehicle entry device 8.
  • Figure 8 describes a method of operation of the system shown in Figure 6.
  • the method of operation is referred to as an 'active' access process due to the need for the vehicle entry device holder to 'actively' interact with the vehicle entry device 8.
  • the mode of operation is provided by way of example only and is not intended to limit the system and/or method. As such, it is understood that steps of the process may be altered, reordered, added and removed as will be appreciated. Additionally the operation of one or more facilities may be activated by the results of a previous process in order to reduce the battery power consumption of the vehicle entry device 8.
  • the 'active' access process may be launched, in step 801 , through a suitable interaction with the vehicle entry device 8, for example, by selecting the software application through an interface of the vehicle entry device 8.
  • the vehicle entry device 8 issues an identification challenge, as in step 802.
  • a fingerprint identifier may be created by the vehicle entry device owner and subsequently used in response to such an identification challenge in order to verify the identity of the vehicle entry device holder.
  • the identification challenge is unsuccessful 803
  • the vehicle entry device 8 produces a notification of an unsuccessful access attempt, as demonstrated by step 804.
  • the notification is intended to make the user aware of all unsuccessful access attempts, alerting the user to an unsuccessful attack or informing the user of an incorrect identification entry.
  • Such notifications may also be sent to other connected devices, alerting the owner to a potential theft of the vehicle entry device 8 and attempted access to the vehicle 9.
  • unsuccessful access attempts are logged and a tolerance of unsuccessful attempts may be set and checked, in step 805.
  • Setting a tolerance of unsuccessful attempts mean that attempts beyond the tolerance 806 cause the vehicle entry device 8 and/or the connection to be further disabled and/or the security breach escalated, as described by step 807.
  • the response may be such that unsuccessful access attempts, for example unrecognised fingerprints, may be recorded and sent to other connected devices and/or stored in the memory databases.
  • the unsuccessful attempts, below the tolerance 808, may return to the identification challenge of step 802. This approach provides an error tolerance for mistaken responses to the identification challenge, which may arise due to human error.
  • step 810 Successful responses to the identification challenge/challenges, as 809, move the process to step 810, in which, the vehicle entry device 8 attempts to verify the proximity of the vehicle entry device 8 to the vehicle 9.
  • Verifying the proximity provides an indication that the vehicle entry device holder is making an intentional approach towards the vehicle 9 in order to gain access.
  • the proximity may be verified, for example, by measuring the strength of the connection between the vehicle 9 and the vehicle entry device 8 and subsequently comparing the measurement to a minimum threshold requirement, as shown in step 81 1 .
  • Step 81 1 may check the strength of a vehicle entry device's low energy Bluetooth® signal against a minimum threshold to determine suitable proximity of the vehicle entry device 8 to the vehicle 9.
  • the signal strength check may be incorporated to limit the access to the vehicle 9, such that the vehicle doors will only unlock once the vehicle entry device holder is within a suitable range of the vehicle 9.
  • the vehicle 9 may remain locked as in step 800.
  • the vehicle entry device 8 grants access to a virtual keyless remote application, demonstrated by step 814.
  • the virtual keyless remote application may replicate the functionality of a traditional keyless remote and enables the command of additional vehicle operations through the vehicle entry device 8 interface, as in the example of Figure 7.
  • the vehicle entry device 8 issues an unlock request to the vehicle 9 at step 815.
  • the vehicle 9 processes the unlock request and commands the door-lock system 6 to unlock the vehicle doors in response, as in the final step 816.
  • the vehicle entry device holder is able to interact with the vehicle entry device 8, once they are within sufficient proximity of the vehicle 9, to issue command signals from the vehicle entry device 8 to the vehicle 9, which authorise one or more vehicle actions, which may include unlocking the vehicle doors.
  • the vehicle entry device 8 may be used in the manner of a traditional keyless remote, but with the advantages of the vehicle entry device's additional security features.
  • the vehicle entry device 8 may be an item which is generally kept in the possession of the individual and hence the 'virtual' replication of the keyless remote may reduce the number of items that the individual keeps on their person; removing the need to carry an additional key fob/keyless remote for the vehicle 9.
  • the method advantageously features more complex access requirements than some previous systems, which reduce the vulnerability to theft or accidental loss.
  • the vehicle entry system may be configured to additionally operate as a passive entry system, in which, 'passive' challenges may be used to verify an approach to the vehicle with increased certainty over previous systems, in a so-called 'passive' access process.
  • the passive entry method of operation may be selectively chosen by activating the method through a suitable interaction with the software components of the vehicle entry device 8 and/or vehicle 9.
  • the presently claimed invention additionally produces a passive entry system which provides protection against the relay-attacks described previously.
  • systems and methods according to embodiments of the present invention may additionally include means for locating the position of the vehicle entry device 8 and the vehicle 9.
  • the position of the vehicle entry device 8 may be determined based on a range of communication signals exchanged at the transceivers. For example, Bluetooth®, Wi-Fi and cellular network signals may be used to determine the vehicle entry device's relative location based on signal strength or triangulation methods, whilst co-operation with GPS would enable an accurate determination of the vehicle entry device's location.
  • the position of the vehicle 9 may act as the origin or be determined, for example, by recording the GPS position of the vehicle entry device 8 and/or the vehicle 9 at key-off of the vehicle 9, or upon any relevant "end-of-journey" event of the vehicle 9.
  • the location of the vehicle entry device 8 is determined by using GPS means of a locating module, and the vehicle location is determined by recording and storing the GPS position of the vehicle entry device 8 at key-off of the vehicle 9.
  • Systems and methods according to embodiments of the present invention may also include means for sensing motion of the vehicle entry device 8.
  • Perturbations of the vehicle entry device 8 may be sensed by features local to the vehicle entry device 8 such as accelerometers, gyroscopes and GPS.
  • perturbations may be sensed by external features, including but not limited to, infrared sensors, microwave sensors, ultrasonic sensors, tomographic motion detectors or video camera software which may or may not be operatively connected to the vehicle 9.
  • the motion sensors may be configured to detect a perturbation and record measurements of the acceleration and/or the orientation of the vehicle entry device 8.
  • the acceleration and orientation of the vehicle entry device 8 are measured using accelerometers and gyroscopes local to the vehicle entry device 8.
  • Systems and methods according to embodiments of the present invention may also include means for verifying an approach to the vehicle 9.
  • approach criteria may include gait analysis of the motion sensor data; to distinguish the motion of the vehicle entry device 8 from a simple perturbation.
  • the location services may record the movement of the vehicle entry device 8, during the approach, to assess whether the movement reduces the distance between the vehicle entry device 8 and the vehicle 9 and thus matches an approach.
  • an approach may be verified by measuring an increase in the signal strength of the wireless communication.
  • accelerometer, gyroscopes and GPS measurements may be used to produce a motion vector and confirm whether the direction of the motion vector matches an approach to the position of the vehicle 9.
  • vehicle entry device 8 measures the signal strength variation during the approach; where, increasing signal strength verifies an approach to the vehicle 9.
  • Figures 9 to 12 describe various methods of operation of a passive entry system shown in Figure 6. It is noted that these modes of operation are given by way of example only and are not intended to limit the system and/or method. As such, it is understood that the processes may be altered, reordered, added and removed as will be appreciated. Additionally the operation of one or more facilities may be activated by the results of a previous process in order to reduce the battery power consumption of the vehicle entry device 8.
  • the vehicle entry device holder approaches the vehicle 9 to initiate the passive entry method.
  • the passive entry method proceeds through steps 901 to 906 substantially as in the processes described in steps 201 to 206 of Figure 2.
  • the vehicle entry device 8 may take various forms besides the key fob 2 of Figures 1 and 2.
  • the access features enabled in step 906 include a 'passive' access process.
  • the 'passive' access process is an additional series of security challenges which utilise the one or more additional sensors of the vehicle entry device 8.
  • the passive entry method differs substantially herein from the method described in Figure 2.
  • the system launches the 'passive' access process and waits for an access request.
  • Figure 10 describes an embodiment of the 'passive' access process in accordance with the present invention.
  • the 'passive' access process is launched at step 1001 , in line with the action of step 907.
  • the 'passive' access process of Figure 10 initially checks, in step 1002, whether location services and motion sensing facilities are available for use. In certain circumstances, external factors may prevent the use of either the location services or motion sensing facilities of the vehicle entry device 8.
  • location services and/or motion sensing facilities are unavailable, the 'passive' access process is terminated 1003 and an 'active' access process 1 101 is launched.
  • the location services and/or motion sensing facilities may be unavailable, for example, in an underground car park, where, location services, such as GPS, may be unusable due to a lack of signal.
  • An example 'active' access process, suited to this application, is described in Figure 1 1 .
  • the position of the vehicle entry device 8 is determined by its GPS and compared to the recorded position of the vehicle 9, as described by step 1005.
  • the method assumes that the position of the vehicle 9 had previously been recorded on the vehicle entry device 8 at key-off.
  • the vehicle entry device 8 must be located within a bounding proximity of the vehicle 9, for example, a maximum distance within which the proximity requirements are met.
  • the location challenge prevents the relay-attack described in Figures 4 and 5 because the information from a location service, such as GPS, cannot be manipulated in the same manner by signal boosting or filtering.
  • the vehicle doors remain locked, in step 1000, and the connection between the vehicle entry device 8 and the vehicle 9 may be disconnected.
  • the vehicle 9 may then continue its search for advertisement signals, as in step 901 .
  • motion sensor data is collected from the accelerometers, gyroscope, or other suitable means associated with the passive entry device 8 and analysed to determine whether the vehicle entry device 8 has been perturbed, reflecting the challenge described in step 1008.
  • the movement challenge may assess the vehicle entry device's motion within a predetermined period of time. For example, assessing whether motion has been detected within the last sixty seconds of the assumed approach to the vehicle 9.
  • the accelerometers measure zero acceleration, as 1009, the vehicle doors remain locked, in step 1000, and the connection between the vehicle entry device 8 and the vehicle 9 may be disconnected.
  • the vehicle 9 may subsequently continue its search for advertisement signals, as in step 901 .
  • Zero acceleration may be measured, for example, when the vehicle entry device 8 is in close proximity to the vehicle 9 but remains motionless on a surface.
  • the vehicle 9 may be parked on a driveway and the vehicle entry device 8 may be inactive, inside the household, but in relatively close proximity. The challenge therefore concludes that the vehicle entry device 8 is not being used with the intention of gaining access to the vehicle 9 and the access process is terminated accordingly.
  • the motion/changes in location of the vehicle entry device 8 may be assessed, in step 101 1 , against criteria that define an approach to the vehicle 9.
  • an approach is defined by a measured increase in the strength of the communication signals over the course of the approach.
  • the vehicle 9 remains locked in step 1000 and continues its search for advertisement signals, as in step 901 .
  • the strength of the connection between the vehicle 9 and the vehicle entry device 8 may be measured, in step 1014, and compared, in step 1015, to a minimum threshold requirement.
  • the strength of a vehicle entry device's Bluetooth® LE signal is checked against a minimum threshold to determine suitable proximity of the vehicle entry device 8 to the vehicle 9. If the signal strength is less than the minimum requirement, as 1016, the vehicle doors remain locked, in step 1000, and the connection between the vehicle entry device 8 and the vehicle 9 is disconnected. The vehicle 9 may then continue its search for advertisement signals, as in step 901 .
  • the vehicle entry device holder may be in a multi-story building or car park, in which, from an aerial perspective, the holder is in close proximity to the vehicle 9.
  • the signal strength would be less than the threshold requirements because there are barriers (walls/floors) separating the vehicle entry device 8 from the vehicle 9 and thus the vehicle entry device 8 would be appropriately denied access to the vehicle 9.
  • the signal strength as assessed in step 1015, is acceptable 1017 then it corroborates the proximity of the vehicle entry device 8 to the vehicle 9.
  • the vehicle entry device 8 then prepares a challenge response, in step 1018, which may certify that the vehicle entry device 8 has met the requirements for an approach towards the vehicle 9.
  • step 1018 the vehicle entry device 8 is prepared to answer a challenge signal from the vehicle 9 and hence the system awaits an access request.
  • Figure 12 describes the processing actions of the passive entry system which enable access to the vehicle 9 following an access request.
  • the system detects an access request, in step 1201 , as a trigger for the subsequent processing.
  • the vehicle entry device holder may have reached the vehicle 9 and pulled the door handle to generate the access request.
  • the access request of step 1201 may be suitably satisfied by the formation of the connection between the vehicle entry device 8 and the vehicle 9 in step 905 of Figure 9.
  • the vehicle entry device may carry out the 'passive' access process as exemplified by Figure 10 and the vehicle 9 may automatically issue the challenge signal to the vehicle entry device 8.
  • the challenge signal of step 1202 may have additional requirements, compared to the challenge signal of step 302.
  • the challenge signal of the claimed invention may additionally require a certificate from the vehicle entry device 8 that verifies that the vehicle entry device 8 has passed the 'passive' access process, in addition to the key code identifier.
  • the passive entry device 8 transmits the challenge response, as generated at step 1018, to the vehicle 9.
  • Challenge response signals are received by the vehicle antennas 7 and processed by the ECU 5, in step 1204. If a response is not received, or the response does not match the authentication criteria, then the response is rejected 1205, the connection to the key fob 2 is terminated and the vehicle doors remain locked in step 1200. The vehicle 1 may subsequently continue to search for advertisement signals as in step 901 .
  • the vehicle entry device 8 grants access to a 'virtual' keyless remote application, in step 1207, and the ECU 5 commands the door-lock system 6 to unlock the vehicle doors, in step 1208.
  • the 'passive' vehicle entry process described by Figures 9, 10 and 12 allows the vehicle entry device holder to keep the vehicle entry device 8 pocketed throughout their approach to the vehicle 9 and unlocks the vehicle 9 as they move into a predetermined range or as they perform a suitable interaction with the vehicle 9.
  • the method improves upon existing passive entry systems by using one or more additional sensors of the vehicle entry device 8 or vehicle 9 to make a complex verification of an intentional approach to the vehicle 9.
  • the claimed invention provides an improved vehicle entry system over the prior art and the invention provides enhanced defence against various forms of theft, including the relay-attack of Figures 4 and 5.
  • the process may require interaction with the vehicle entry device 8 if, for example, the facilities used to complete the 'passive' access process are unavailable, as was identified by 1003 in Figure 10.
  • the system may require the user to 'actively' verify their intention to access the vehicle through an 'active' access process, the basis of which may be taken from the keyless remote operation of Figure 8.
  • Figure 1 1 describes an 'active' access process in accordance with an embodiment of the present invention, assuming that the 'active' process follows on from step 1003.
  • the vehicle 9 signals for an unlock notification to be generated on the vehicle entry device 8 as shown by step 1 102.
  • the unlock request notification may require an active acknowledgement in order to proceed to the identification challenge, as indicated by step 1 103.
  • the user may have to interact with the notification within a certain predetermined time period, beyond which the challenge expires 1 104 and the connection is terminated in step 1 100. As such, the vehicle 9 remains locked and it may continue its search for advertisement signals, as in step 901 .
  • the vehicle entry device 8 When the unlock request is successfully acknowledged 1 105, the vehicle entry device 8 issues an identification challenge, as in step 802 of Figure 8.
  • the 'active' access process subsequently proceeds substantially as in the description of Figure 8 from the point 802 onwards and grants the user access to the vehicle in step 816.
  • the method of operation may be enabled regardless of environmental factors and/or limitations on the sensory features of the vehicle entry device 8, for example, accounting for scenarios where the facilities used to complete the 'passive' access process may have been unavailable, by directing the vehicle entry device holder towards the 'virtual' keyless remote application. In this manner, the system is robust enough to function in a variety of situations.
  • the vehicle entry device 8 may be configured to additionally operate as a passive/active entry system, in which, 'passive' challenges may be used to verify an approach to the vehicle 9 and 'active' challenges may be used to verify the identity of the vehicle entry device holder.
  • the passive/active entry method of operation may be selectively chosen by activating the method through a suitable interaction with the software components of the vehicle entry device 8 and/or vehicle 9.
  • the passive/active entry method may, for example, follow steps 901 to 907 of Figure 9, as described previously, to form an initial connection between the vehicle entry device 8 and the vehicle 9. Then launch the 'passive' access process and proceed through steps 1001 to 1017, described in reference to Figure 10, verifying an approach to the vehicle 9. However, instead of preparing the challenge response, in step 1018, the vehicle entry device 8 launches the 'active' access process, shown in step 1 101 of Figure 1 1 .
  • the vehicle entry device 8 subsequently proceeds through steps 1 101 to 816, as described in relation to Figure 1 1 .
  • the vehicle entry device 8 sends a command signal to the vehicle 9 which grants access to the vehicle 9.
  • the prompting communication generated by the vehicle entry device 8, in step 1 102 of Figure 1 1 , may only be produced when the vehicle entry device 8 is within sufficient proximity of the vehicle 9 and/or an approach to the vehicle 9 has been verified.
  • FIG 13 illustrates a system diagram which demonstrates the signal exchanges, between the vehicle entry device 8 and the vehicle 9, that take place during the entry method described in the Figures above.
  • the passive entry device 8 is shown to include an input 10 for receiving a user input, a memory database 1 1 for storing user inputs, a signal input 12 for receiving a challenge signal from the vehicle 9 and a signal output 13 for outputting a command signal or challenge response signal to the vehicle 9.
  • the input 10, the memory database 1 1 , the signal input 12 and the signal output 13 are configured to communicate with a processor 14. In this configuration, the input 10 receives a user input from the user, which it communicates to the processor 14.
  • the processor 14 retrieves previous user inputs from the memory database 1 1 in order to complete an 'active' access process, of the type shown in Figure 8, and then the processor 14 may transmit the new user input to the memory database 1 1 for storage. Having completed the 'active' access process, the processor 14 generates a command signal which includes information identifying the passive entry device 8. The processor 14 transmits the command signal to the signal output 13 of the passive entry device 8 and the signal output 13 outputs the command signal to the vehicle 9.
  • the vehicle 9 is shown to include vehicle antennas 7, which are able to output a challenge signal to the passive entry device 8 and to receive the command signal.
  • the vehicle antennas 7 are configured to communicate with the ECU 5 of the vehicle 9 and the ECU 5 further communicates with the door-lock system 6 and/or other in-vehicle modules. In this manner, the vehicle antennas 7 receive the command signal from the passive entry device 8 and transmit the command signal to the ECU 5.
  • the ECU 5 analyses the command signal, as shown in Figure 8, before sending a command signal to the door-lock system 6 and/or another in-vehicle module.
  • the door-lock system 6 and/or other in-vehicle module receives the command signal and enacts one or more operations of the vehicle, for example, the door-lock system 6 unlocks the vehicle doors in response to the command signal.

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  • Engineering & Computer Science (AREA)
  • Human Computer Interaction (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Lock And Its Accessories (AREA)

Abstract

L'invention concerne un dispositif d'entrée de véhicule (8) comprenant : une entrée (10) permettant de recevoir une entrée utilisateur ; un processeur (14) conçu pour générer un signal de commande afin d'autoriser une opération d'un véhicule (9) ; et une sortie de signal (13) permettant de transférer le signal de commande au véhicule (9). Le processeur (14) est conçu pour vérifier l'identité d'un utilisateur en fonction de l'entrée utilisateur et générer le signal de commande lorsque l'identité de l'utilisateur est vérifiée.
PCT/EP2017/082007 2017-01-09 2017-12-08 Système d'entrée de véhicule WO2018127354A1 (fr)

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