ELECTRONIC KEY SYSTEM

Abstract

An electronic key system comprising: a vehicle-mounted device installed in a vehicle; and multiple electronic keys, each capable of wireless communication with the vehicle-mounted device, wherein the electronic key system is configured to have: a normal mode in which the vehicle-mounted device is permitted to perform certain processing when certain wireless communication processing between the vehicle-mounted device and one of the multiple electronic keys is successfully completed; and a deactivation mode in which the vehicle-mounted device is prevented from performing the certain processing. wherein one of the multiple electronic keys is configured to send a signal at a specific time when operating in deactivation mode, containing deactivation mode information that indicates that the electronic key is operating in deactivation mode, and wherein another of the multiple electronic keys is configured to switch to deactivation mode when operating in normal mode in response to receiving the signal containing the deactivation mode information.

Description

TECHNICAL AREA

[0001] The present invention relates to an electronic key system and in particular an electronic key system in which a certain process is carried out in a vehicle in response to an action by a user carrying an electronic key. TECHNICAL BACKGROUND

[0002] To date, one vehicle with an intelligent (innovative) keyless function is known. This type of vehicle is configured so that a user carrying an electronic key can initiate a desired action within the vehicle simply by performing a specific action. For example, using the intelligent keyless function, the user can automatically unlock a vehicle door by simply touching a sensor on a door handle (or pressing a switch on the door), then automatically lock the door by simply pressing a control on the vehicle while closing the door, and start an engine simply by pressing an engine switch.

[0003] To achieve such an intelligent keyless function, a device installed in a vehicle and an electronic key carried by a user are configured to be triggered by each of the aforementioned actions to perform specific communication processing between them. Once this communication processing (i.e., authentication) is successfully completed, the specific processing is then carried out in the vehicle.

[0004] Typically, during communication processing, the first bridgeable distance between the electronic key and the device installed in the vehicle is relatively long (e.g., several tens of meters or more), while the second bridgeable distance between the device installed in the vehicle and the electronic key is relatively short (e.g., about 1 meter). Therefore, the smart keyless function can be effectively activated when a user carrying the electronic key is inside or around the vehicle. This means that if the user (i.e., the electronic key) is located outside the vehicle at a distance greater than the second bridgeable distance, which is approximately 1 meter, the vehicle door will not unlock, even if a third person touches the door handle sensor.

[0005] In recent years, however, a new method of vehicle theft, known as a "relay attack," has been discovered. This method involves amplifying a communication radio wave using a relay (repeater), enabling successful communication between the electronic key and the device installed in the vehicle even when they are far apart, thus enabling the smart keyless function. To prevent vehicle theft by relay attack, a technique for deactivating the smart keyless function at the user's request has been proposed as a countermeasure (see, for example, Patent 1). In the technique described in Patent 1, a user can temporarily deactivate the smart keyless function, for example, by temporarily disabling the keyless function.by performing a targeted deactivation action using the electronic key.

[0006] US Patent 2009 / 0015387 A1 discloses a vehicle access system in which a portable electronic key communicates wirelessly with a control unit installed in the vehicle. The key's operating mode, either a start-enabling mode or a start-prevention mode, is manually switched by the user, for example, by removing a mechanical key from its housing or by activating a switch. In start-prevention mode, upon receiving a query signal ("request"), a response signal ("answer") containing "start inhibition information" is generated and sent to the vehicle's integrated control unit (ECU), thereby preventing the vehicle from starting. SUMMARY OF THE INVENTION [Technical Problem]

[0007] However, in the technique described in JP 2016-79600A, even if the smart keyless function is temporarily disabled by using one of the electronic keys to defend against the relay attack, this countermeasure is unlikely to be effective for the remaining electronic keys in a situation where there are multiple electronic keys for a vehicle.

[0008] The present invention was developed to solve such a problem, and its purpose is to provide an electronic key system capable of enabling reliable operation of a relay attack countermeasure even in a situation where there are several electronic keys for a vehicle. [Solution to the technical problem]

[0009] To solve the above problem, the present invention provides an electronic key system comprising: a vehicle installation device installed in a vehicle; and several electronic keys, each of which can communicate wirelessly with the vehicle-installed device, wherein the electronic key system is configured to have: a normal mode in which the vehicle-installed device is permitted to perform a certain processing operation when a certain wireless communication operation between the vehicle-installed device and one of the several electronic keys is successfully completed;and a deactivation mode in which the execution of the specified processing by the device installed in the vehicle is prevented, wherein the electronic key is configured to send a signal at a specific time when operating in the deactivation mode containing deactivation mode information indicating that the electronic key is operating in the deactivation mode, and the electronic key is configured to switch to the deactivation mode when operating in the normal mode in response to receiving the signal containing the deactivation mode information.

[0010] According to the invention, the electronic key system has two operating modes: normal mode, in which an intelligent keyless function may be executed, and deactivation mode, in which the intelligent keyless function is deactivated. When one of the multiple electronic keys is operating in deactivation mode, that specific electronic key transmits a signal containing the deactivation mode information at a specific time. The other electronic keys, which receive the deactivation mode information directly or indirectly, can then be switched to deactivation mode. As described above, in the electronic key system of the present invention, switching one of the multiple electronic keys to deactivation mode also allows the remaining electronic key(s) to be switched to deactivation mode.This makes it possible for a relay attack countermeasure to automatically function effectively for the remaining electronic key(s) as well as for the specific electronic key.

[0011] Preferably, in the electronic key system of the present invention, at least one of the several electronic keys comprises a mode-switching control unit for effecting a switch from normal mode to deactivation mode, wherein the at least one electronic key is configured such that it is switched to deactivation mode in response to an actuation of the mode-switching control unit and sends the signal containing the deactivation mode information.

[0012] According to this feature, a user can switch at least one electronic key into deactivation mode at their discretion by actuating the mode-switching control element of the electronic key. Furthermore, according to the present invention, the signal containing the deactivation mode information is sent by any one of the electronic keys in response to the actuation of the mode-switching control element of the electronic key. This makes it possible to switch the remaining electronic key(s) into deactivation mode simultaneously.

[0013] In the electronic key system of the present invention, the electronic key is preferably configured such that, in deactivation mode, it sends the signal containing the deactivation mode information at regular or irregular intervals.

[0014] According to this feature, the signal containing the deactivation mode information is sent at regular or irregular intervals when one of the electronic keys is switched to deactivation mode. This increases the likelihood of the remaining electronic key(s) being switched to deactivation mode.

[0015] In the electronic key system of the present invention, the device installed in the vehicle is preferably configured such that, in response to receiving the signal containing the deactivation mode information, it switches to deactivation mode and, when operating in deactivation mode, sends a specific signal containing the deactivation mode information.

[0016] According to this feature, when the device installed in the vehicle receives the signal containing the deactivation mode information from one of the electronic keys, the deactivation mode information is added to a specific signal to be sent by the device installed in the vehicle. Thus, in the electronic key system of the present invention, it becomes possible to send the deactivation mode information from any of the electronic keys switched to deactivation mode, via the device installed in the vehicle, to the remaining electronic key(s), thereby switching the remaining electronic key(s) into deactivation mode.

[0017] In the electronic key system of the present invention, each of the several electronic keys preferably comprises a mode-switching control unit and is configured to switch to deactivation mode in response to actuation of the mode-switching control unit of the same.

[0018] According to this feature, a user can switch the electronic key to deactivation mode by pressing the mode-switching control in any of the multiple electronic keys. [Effect of the invention]

[0019] The electronic key system of the present invention can reliably enable a relay attack countermeasure to function even in a situation where several electronic keys are available for a vehicle. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a block diagram representing an electronic key system according to an embodiment of the present invention. Fig. Figure 2 is an explanatory diagram illustrating a basic processing flow of an intelligent keyless function in the electronic key system according to this embodiment. Fig. Figure 3 is an explanatory diagram illustrating a processing sequence for disabling the intelligent keyless function in the electronic key system according to this embodiment. Fig. Figure 4 is an explanatory diagram illustrating the sequence of a first processing operation that divides the deactivation mode in the electronic key system according to this embodiment. Fig. Figure 5 is an explanatory diagram illustrating a sequence of a second processing step that divides the deactivation mode in the electronic key system according to this embodiment. DESCRIPTION OF EXECUTION FORMS

[0020] With reference to the accompanying drawings, the present invention will now be described based on one embodiment thereof.

[0021] First, a configuration of an electronic key system according to an embodiment of the present invention is described with reference to Fig. 1 described. Fig. Figure 1 is a block diagram representing the electronic key system.

[0022] As in Fig. Figure 1 shows that the electronic key system 1, according to this embodiment, comprises a device 10 installed in a vehicle and mounted on a vehicle 2, and electronic keys 30 (30A, 30B) that can be carried by a user. In the electronic key system 1, which is based on an intelligent keyless function, a user carrying the electronic key 30 can initiate specific processing in the vehicle 2 simply by performing a specific action. Specifically, the user can automatically unlock a door lock mechanism by simply placing their hand on a door handle of the vehicle 2 to open the door, and then automatically lock the door lock mechanism by pressing down a door switch provided on the vehicle 2 when closing the door. They can also start an engine simply by pressing down an engine switch.

[0023] Each of the components of the electronic key system 1 is configured to operate either in a normal mode, i.e., a state in which the intelligent keyless function is effectively activated, or in a deactivation mode, i.e., a state in which the intelligent keyless function is temporarily deactivated.

[0024] The device 10 installed in the vehicle comprises a control unit 11, a low frequency (LF) transmitter unit 13, a high frequency (HF) receiver unit 15, a memory unit 17 and an operating unit 19.

[0025] The control unit 11 consists of a CPU etc. and is configured to output control signals (door locking and unlocking command signals, engine start command signal) to a door locking mechanism 50 and an engine control system 52 of the vehicle 2 based on processing for communication with the electronic keys 30.

[0026] The AF transmitter 13 comprises a transmitter and a transmitting antenna and is configured to send an AF signal to the electronic keys 30 based on a command from the control unit 11. The communication distance via the AF signal is set relatively short, meaning that communication can only be established if the user is around the vehicle or inside the vehicle 2. It is set, for example, to approximately 1 m.

[0027] The RF receiver 15 comprises a receiver and a receiving antenna and is configured to output an RF signal received from the electronic key 30 to the control unit 11. The communication distance achievable via the RF signal is set to be greater than that of the AF signal. For example, it is set to several tens to approximately 100 meters.

[0028] Memory 17 stores applications and necessary data for control unit 11. The data stored in memory 17 includes key IDs 20, a vehicle ID 22, and a deactivation mode flag 24. Key IDs 20 (20A, 20B) are unique identifiers for each of the multiple electronic keys 30 (30A, 30B) assigned to vehicle 2 (i.e., the device 10 installed in the vehicle). Vehicle ID 22 is unique identifier for vehicle 2. Deactivation mode flag 24 is set to ON when the execution of the intelligent keyless function is temporarily disabled (in deactivation mode) and to OFF when the execution of the intelligent keyless function is enabled (in normal mode).

[0029] The control unit 19 includes a touch sensor 19a, a door switch 19b, and a motor switch 19c. The touch sensor 19a is located on the door handle of the vehicle 2 and positioned so that the user's hand touches it when they place their hand on the door handle to open the door. The touch sensor 19a is configured to output a detection signal (actuation signal) in response to touching or approaching the sensor with the user's hand. The door switch 19b is located on the vehicle 2 so that the user can press it down when closing the door. The door switch 19b is configured to output an actuation signal when pressed down. The motor switch 19c is located inside the vehicle so that the user can press it down when starting the engine. The motor switch 19c is configured to output an actuation signal when pressed down.

[0030] The door locking mechanism 50 is provided in each door of the vehicle 2 and is configured to lock and unlock the corresponding door in response to receiving the door locking command signal and the door unlocking command signal from the device 10 installed in the vehicle.

[0031] The engine control system 52 includes a control unit for controlling the engine of the vehicle 2 and is configured to start the engine in response to receiving the engine start command signal from the device 10 installed in the vehicle.

[0032] In this embodiment, the electronic keys 30 comprise electronic keys 30A and 30B. It should be noted that the number of electronic keys can be three or more. Each electronic key 30 comprises a control unit 31, an audio frequency (AF) receiver 33, an audio frequency (HF) receiver / transmitter 35, a memory 37, and an operating unit 39. It should be noted that a combination of the device 10 installed in the vehicle and the electronic key(s) 30 functions as a remote entry system in addition to the electronic key system. Thus, the electronic keys 30 are also used as a remote control for a remote entry function.

[0033] The control unit 31 consists of a CPU, etc., and is configured to perform various processing operations such as the processing for communication with the device 10 installed in the vehicle and the other electronic key(s) 30, the processing for temporary deactivation of the intelligent keyless function based on a specific actuation of the control unit 39, and the processing for restoration after temporary deactivation.

[0034] The RF receiver section 33 comprises a receiver and a receiving antenna and is configured to output an AF signal received by the device 10 installed in the vehicle to the control section 31.

[0035] The RF receiver-transmitter section 35 comprises a transceiver and a transmit-receive antenna and is configured to send an RF signal to the device 10 installed in the vehicle based on a command from the control unit 31. The RF receiver-transmitter section 35 is also configured to send and receive an RF signal with respect to the other electronic key(s) 30.

[0036] Memory 37 stores applications and necessary data for control unit 31. The data stored in memory 37 includes a key ID 40, a vehicle ID 42, and a deactivation mode flag 44. Key ID 40 is unique identification information for each of the electronic keys 30. Vehicle ID 42 is unique identification information for vehicle 2. Deactivation mode flag 44 is set to ON when the execution of the intelligent keyless function is temporarily disabled (in deactivation mode) and to OFF when the execution of the intelligent keyless function is enabled (in normal mode).

[0037] The operating unit 39 comprises a door locking switch 39a and a door unlocking switch 39b. With the electronic key system 1, a user can temporarily deactivate the intelligent keyless function (i.e., switch the operating mode to deactivation mode) by performing a targeted deactivation operation with the door locking switch 39a (e.g., pressing the door locking switch 39a continuously for 2 seconds or repeatedly). Furthermore, the user can return the intelligent keyless function from the temporarily deactivated state to an activated state (i.e., switch the operating mode back to normal) by performing a targeted operation with the door unlocking switch 39b (e.g., pressing the door unlocking switch 39b continuously for 2 seconds or repeatedly).

[0038] On the other hand, if the electronic key system 1 functions as a remote entry system, the user can unlock and lock the door of the vehicle 2 by operating the control unit 39 of the electronic key 30. Specifically, when the user presses down the door lock switch 39a or the door unlock switch 39b, an RF signal (a door lock signal or a door unlock signal) is emitted by the electronic key 30, and the device 10 installed in the vehicle, which receives the RF signal, instructs the door lock mechanism 50 to lock or unlock the door.

[0039] As described above, in this embodiment the door locking switch 39a and the door unlocking switch 39b are used for the temporary deactivation and restoration of the intelligent keyless function. Alternatively, dedicated switches can be provided instead of switches 39a and 39b. Furthermore, the device 10 installed in the vehicle and the electronic key 30 can each include an indicator element (e.g., LEDs) to show the current operating mode (i.e., normal mode or deactivation mode).

[0040] Next, with reference to Fig. 2. An overview of the intelligent keyless function in the electronic key system according to this embodiment is given. Fig. Figure 2 is an explanatory diagram illustrating a basic processing flow of the intelligent keyless function. The following description assumes that the electronic keys 30 and the device 10 installed in the vehicle are present. Fig. 2. First, operate either in normal mode or in deactivation mode.

[0041] When a user carrying the electronic key 30 first activates one of the sensors and switches of the control unit 19 provided in the vehicle 2 (S10), the control unit 11 of the device 10 installed in the vehicle receives an activation signal (S11) corresponding to the activated sensor or switch of the control unit 19. Based on the received activation signal, the control unit 11 sends an NF signal (S12). This NF signal is an authentication request signal containing the vehicle ID 22.

[0042] In the electronic key 30, the control unit 31 receives the LF signal via the LF receiver 33 (S21). Upon receiving the LF signal, the control unit 31 determines whether the electronic key 30 is in deactivation mode or not (whether the deactivation mode flag 44 is in the ON or OFF state) (S22). If it is determined that the electronic key 30 is in deactivation mode (S22; YES), this processing routine is terminated. If, on the other hand, it is determined that the electronic key 30 is not in deactivation mode (S22; NO, i.e., in normal mode), the control unit 31 sends an RF signal via the RF transmit-receive unit 35 (S23) and then terminates this processing routine. This RF signal is an authentication response signal containing the vehicle ID 42 and the key ID 40 of the electronic key 30.

[0043] The control unit 31 can be configured to perform an authentication process for the NF signal when the electronic key 30 receives the NF signal. This authentication process can include performing a cross-check between the vehicle ID 22 contained in the LF signal and the vehicle ID 42 stored in memory 37. If the two vehicle IDs match, the control unit 31 performs the aforementioned processing (S22, S23). If, however, the two vehicle IDs do not match, the control unit 31 terminates this processing routine regardless of the received NF signal.

[0044] If, in the device 10 installed in the vehicle, the control unit 11 receives the RF signal returning from the electronic key 30 via the RF receiver 15 within a specific time period after the transmission of the AF signal (S13), the control unit 11 performs processing to authenticate the received RF signal (S14). Specifically, the control unit 11 performs a cross-check between the corresponding vehicle ID 42 and key ID 40 contained in the RF signal, as well as the vehicle ID 22 and the key ID 20 stored in memory 17. If, however, the control unit 11 does not receive the RF signal within the specified time period after the transmission of the AF signal, the control unit 11 terminates this processing routine.

[0045] If, during this authentication process, vehicle ID 42 and key ID 40 match vehicle ID 22 and key ID 20, respectively (authentication success), this means that the device 10 installed in the vehicle is receiving the RF signal from an electronic key 30 that corresponds to device 10. The control unit 11 then sends a specific control signal (S15) and terminates this processing routine. However, if IDs 42 and 40 do not match IDs 22 and 20 (authentication failure), this means that the RF signal received by the device 10 installed in the vehicle is being sent by a different electronic key than the one assigned to vehicle 2 (electronic key 30). The control unit 11 terminates this processing routine regardless of the received RF signal.

[0046] The device 10 installed in the vehicle can receive RF signals from the two electronic keys 30A, 30B, which correspond to the device 10. Therefore, during the cross-check regarding the key IDs, the control unit 11 determines whether one of the key IDs 20A, 20B stored in the memory 17 matches the key ID 40 contained in the RF signal or not.

[0047] When the touch sensor 19a is activated, the door unlock command signal is output as a specific control signal to the door lock mechanism 50, and when the door switch 19b is activated, the door lock command signal is output as a specific control signal to the door lock mechanism 50. Furthermore, when the motor switch 19c is activated, the motor start command signal is output as a specific control signal to the motor control system 52.

[0048] As above, a user carrying the electronic key 30, in a situation where the electronic key system 1 is operating in normal mode with the intelligent keyless function activated, can initiate specific processing in the vehicle 2 by performing a specific action. In normal mode, specifically, the following wireless communication processing is carried out, including sending the authentication request signal and receiving the authentication response signal between the device 10 installed in the vehicle and the electronic key 30 (S12 to S14, S21 to S23): If this wireless communication is successfully completed, the specific processing is executed automatically.

[0049] If, on the other hand, the electronic key system 1 operates in deactivation mode, the intelligent keyless function is deactivated. In this embodiment, the electronic key 30, specifically in the deactivated state, does not transmit an RF signal even when receiving an AF signal. Therefore, the device 10 installed in the vehicle cannot perform the processing in steps S13 to S15, so the specific processing is not carried out. Thus, by switching the operating mode to deactivation mode, a user can prevent the vehicle door 2 from being unlocked by the relay attack.

[0050] In the Fig. In the example shown in Figure 2, the electronic key 30 is configured to prevent it from sending back an RF signal in deactivation mode to temporarily disable the smart keyless function. Alternatively, the electronic key 30 can be configured to send back an RF signal in deactivation mode containing deactivation mode information, indicating that the electronic key 30 is operating in deactivation mode. In this case, the device 10 installed in the vehicle is configured to perform processing to determine whether the deactivation mode information is contained in the RF signal and, if it is determined that the deactivation mode information is contained, to omit the execution of at least step S15.

[0051] In deactivation mode, even a user carrying the electronic key 30 cannot unlock the door, not even by operating the control unit 19 (touch sensor 19a). In this case, however, the user can unlock the door via the conventional remote entry function, i.e., by operating the door release switch 39b of the electronic key 30.

[0052] Next, with reference to Fig. 3 the processing for temporarily disabling the intelligent keyless function (disabling the processing) in the electronic key system according to this embodiment is described. Fig. Figure 3 is an explanatory diagram illustrating the processing sequence for deactivating the intelligent keyless function. The following description assumes that the electronic key 30 and the device 10 installed in the vehicle are Fig. 3. Work in normal mode before starting this processing routine.

[0053] For relay attack countermeasures or similar purposes, a user may temporarily disable the smart keyless function at their discretion. If a user first performs a disablement action on the electronic key 30 using the control unit 39, the control unit 31 receives a disablement action signal (S31) sent by the control unit 39 and then sets the disablement mode flag 44 to the ON state to switch the electronic key 30 into disablement mode (S32).

[0054] The control unit 31 then sends a deactivation mode notification signal (S33) via the RF receiver / transmitter unit 35. The deactivation mode notification signal contains the vehicle ID 42, the key ID 40, and the deactivation mode information. The deactivation mode information indicates that the electronic key 30 is operating in deactivation mode.

[0055] Upon receiving the RF signal (deactivation mode notification signal) (S41) sent by the electronic key 30, the device 10 installed in the vehicle performs processing to authenticate the received RF signal (S42). This authentication processing is the same as in the Fig. 2 shown step S14, i.e. the control unit 11 performs a cross-check between the corresponding vehicle ID 42 and key ID 40 contained in the HF signal and the corresponding vehicle ID 22 and key ID 20 stored in memory 17.

[0056] If authentication is successful, the control unit 11 determines whether the deactivation mode information is contained in the RF signal. In this example, the deactivation mode information is contained in the RF signal, so the control unit 11 sets the deactivation mode flag 24 in memory 17 to the ON state (S43; switching to deactivation mode) and then terminates this processing routine. As above, in this embodiment, a user can switch the electronic key 30 and the vehicle-installed device 10 from normal mode to deactivation mode by performing the deactivation action using the electronic key 30.

[0057] In this embodiment, when a user performs the reset action using the electronic key 30, the control unit 31 in the electronic key 30 sets the deactivation mode flag 44 to the OFF state to put the electronic key 30 into normal mode and sends a normal mode notification signal to the vehicle-installed device 10. This signal contains normal mode information indicating that the electronic key 30 is operating in normal mode. Upon receiving the normal mode notification signal, and after authentication processing, the vehicle-installed device 10 sets the deactivation mode flag 24 to the OFF state to put itself into normal mode, based on the fact that the normal mode information is contained in the received signal.

[0058] Next, with reference to Fig. 4 and Fig. 5 the deactivation mode-sharing processing in the electronic key system according to this embodiment is described. Fig. 4 is an explanatory diagram that illustrates the process of an initial deactivation mode sharing procedure, and Fig. Figure 5 is an explanatory diagram that illustrates the process of a second deactivation mode sharing procedure.

[0059] By pressing the deactivation button, electronic keys 30A and 30B are individually put into deactivation mode. Therefore, it is possible that even if the first electronic key 30A is in deactivation mode, the second electronic key 30B will still be operating in normal mode.

[0060] As from Fig. As can be seen in Figure 2, in this situation, when using the second electronic key 30B in combination with the device 10 installed in the vehicle, the door of vehicle 2 will likely be unlocked by the relay attack. Specifically, the electronic key 30B is not in deactivation mode (S22; NO), so the RF signal is sent (S23). The device 10 installed in the vehicle then receives the RF signal (S13) and, since authentication is successfully completed (S14), sends the specific control signal (S15).

[0061] For this reason, in this embodiment, deactivation mode sharing processing is performed, so that when one of several electronic keys 30 switches to deactivation mode, the remaining electronic key(s) 30 are also switched to deactivation mode. In this embodiment, each of the electronic keys 30 is configured to switch from normal mode to deactivation mode when it receives any corresponding signal containing deactivation mode information from the remaining electronic key(s) or the device 10 installed in the vehicle.

[0062] Fig. Figure 4 shows the first deactivation mode-sharing processing step, which is to be performed directly on the multiple electronic keys. In this processing routine, electronic key 30B is put into deactivation mode due to the deactivation actuation in electronic key 30A, just as the device 10 installed in the vehicle is described in the Fig. The processing routine shown in step 3 is put into deactivation mode. Fig. 4 features the same processing as in Fig. 3 the same processing number. Furthermore, the following description assumes that the electronic keys 30A, 30B of Fig. 4. Work in normal operation before the start of this processing routine.

[0063] If, as in Fig. As shown in Figure 4, when a user performs the deactivation action using the operating unit 39 in the electronic key 30A, the control unit 31 receives the deactivation action signal (S31) and sets the deactivation mode flag 44 to the ON state to switch the electronic key 30A into deactivation mode (S32). Subsequently, the control unit 31 sends the deactivation mode notification signal (S33) via the RF receiver / transmitter unit 35.

[0064] In a situation where the second electronic key 30B is within the range of communication via the RF signal with respect to the first electronic key 30A, the second electronic key 30B receives the deactivation mode notification signal (S35) sent by the first electronic key 30A. Upon receiving the deactivation mode notification signal via the RF receiver / transmitter 35, the control unit 31 in electronic key 30B sets the deactivation mode flag 44 to the ON state to switch electronic key 30B into deactivation mode (S36), since the received signal contains the deactivation mode information, and then terminates this processing routine. Fig. 4 is simultaneously with the processing routine of Fig. 3 executable.

[0065] The electronic key 30B from Fig. 4 can be configured to perform processing to authenticate the deactivation mode notification signal received from electronic key 30A. This authentication processing includes cross-checking whether the vehicle ID contained in the received deactivation mode notification signal matches the vehicle ID stored in the memory of electronic key 30B. If these vehicle IDs match (authentication success), the aforementioned processing is performed (S36). If, however, these vehicle IDs do not match (authentication failure), this processing routine is terminated.

[0066] Furthermore, the electronic key 30B can be used by Fig. 4. The control unit 31 is configured so that, upon receiving the deactivation mode notification signal, it determines whether the electronic key 30B is operating in deactivation mode or not. During this determination process, this processing routine is terminated if it is determined that the electronic key 30B is operating in deactivation mode. Conversely, if it is determined that the electronic key 30B is not operating in deactivation mode, the control unit 31 performs the aforementioned processing (S36).

[0067] As above, in the Fig. In the processing routine shown in Figure 4, the deactivation mode information is sent and received among the multiple electronic keys 30 using the deactivation mode notification signal of the electronic key 30. In this way, if one of the multiple electronic keys is put into deactivation mode, the corresponding electronic keys located around that specific electronic key can automatically be put into deactivation mode as well. For example, if a user returns to their home by driving vehicle 2 with electronic key 30A, the user can perform the deactivation action using electronic key 30A to put electronic key 30A into deactivation mode, as well as using the second electronic key 30B located in their home.

[0068] In the Fig. In the example shown in Figure 4, the electronic key 30A is configured to send the deactivation mode notification signal only when the deactivation action is performed. Alternatively, the electronic key 30 can be configured so that, upon its one-time entry into deactivation mode, the control unit 31 sends the deactivation mode notification signal via the RF receiver / transmitter unit 35 at regular intervals (e.g., every hour) or at irregular intervals.

[0069] Fig. Figure 5 shows the second deactivation mode splitting process, which is to be carried out among the multiple electronic keys via the device 10 installed in the vehicle. Fig. 5 features the same processing as in Fig. 2 or Fig. 3 the same processing number. Furthermore, the following description assumes that the electronic keys 30A, 30B of Fig. Work in normal operation for 5 minutes before the start of this processing routine.

[0070] Steps S31 to S33 and steps S41 to S43 of Fig. 5 are the same as in Fig. 3. When a user performs the deactivation action using the electronic key 30A, the electronic key 30A receives the deactivation action signal from the control unit 39 (S31), switches to deactivation mode (S32), and sends the deactivation mode notification signal containing the deactivation mode information (S33). The device 10 installed in the vehicle receives the deactivation mode notification signal (S41), performs the authentication processing (S42), and switches to deactivation mode (S43).

[0071] Steps S10 and S11 of Fig. 5 correspond to those of Fig. 2. When a user activates the control unit 19 (S10), the device 10 installed in the vehicle receives an activation signal (S11). Upon receiving the activation signal, the device 10 installed in the vehicle sends an AF signal (authentication request signal) (S12a), in the same manner as described in Fig. 2 shown step S12.

[0072] At this point, the vehicle-installed device 10 has received the deactivation mode notification signal containing the deactivation mode information (S41) and has thus been put into deactivation mode (S43). In step S12a, the control unit 11 of the vehicle-installed device 10 therefore sends the NF signal containing the deactivation mode information.

[0073] The following processing sequence for the electronic key 30B from Fig. 5 is represented as a processing flow that includes the step of determining whether the electronic key 30B is operating in deactivation mode or not, and the step of determining whether the deactivation mode information is contained in the NF signal or not, based on the processing flow for the electronic key of Fig. 2 includes.

[0074] In a situation where electronic key 30A is not within the bridgeable distance for communication via the NF signal, but electronic key 30B is within the bridgeable distance for communication via the NF signal, only electronic key 30B receives the NF signal (S21a), in the same way as in step S21, which is described in Fig. 2 is shown. Upon receiving the NF signal containing the deactivation mode information, the electronic key 30B determines whether the electronic key 30B is operating in deactivation mode or not (S22a), in the same way as in step S22, which is shown in Fig. Figure 2 is shown. In the processing flow, authentication processing can also be carried out in the same way as mentioned above.

[0075] If it is determined that the electronic key 30B is already operating in deactivation mode (S22a; YES), this processing routine is terminated. Therefore, regardless of whether the control unit 19 is activated by a user, the specific processing based on the intelligent keyless function is not executed in vehicle 2. If, however, it is determined that the electronic key 30B is not operating in deactivation mode (S22a; NO), the control unit 31 of the electronic key 30B determines whether the deactivation mode information is contained in the received audio signal or not (S22b).

[0076] If it is determined that the deactivation mode information is contained in the received NF signal (S22b; JA), since the electronic key 30B operating in normal mode receives the deactivation mode information, it is put into deactivation mode based on this information (S24), then it terminates this processing routine.

[0077] In this way, the deactivation mode information is sent from the electronic key 30A to the device 10 installed in the vehicle and is further transmitted from the device 10 to the electronic key 30 in response to the user actuating the control unit 19. The electronic key 30, receiving the deactivation mode information, can then be put into deactivation mode. In this case, no authentication response signal is sent back from the electronic key 30. Thus, the specific processing based on the intelligent keyless function is not carried out.

[0078] If, however, it is determined that the deactivation mode information is not contained in the received NF signal (S22b; NO), the electronic key 30B, operating in normal mode, sends the HF signal (authentication response signal) back to the device 10 installed in the vehicle (S23), in the same way as in the Fig. Step S23 is shown in Figure 2. In this way, in response to the authentication request signal sent by the device 10 installed in the vehicle in response to the user actuating the control element 19, the authentication response signal is sent back by the electronic key 30B. Thus, the specific processing based on the intelligent keyless function in the vehicle 2 is carried out.

[0079] As above in the Fig.According to the processing routine shown in Figure 5, the deactivation mode information can be sent from the first electronic key 30A to the second electronic key 30B via the vehicle-installed device 10 by sending the deactivation mode information using the deactivation mode notification signal from the electronic key 30 and the authentication request signal from the device 10 installed in the vehicle. Thus, when one of the several electronic keys is switched to deactivation mode, the other electronic key(s) can also be switched to deactivation mode.

[0080] Finally, the functions / advantages of the electronic key system 1 according to this embodiment are described.

[0081] The electronic key system 1 according to this embodiment has a normal mode, in which the intelligent keyless function may operate, and a deactivation mode, in which the intelligent keyless function is deactivated. When a specific electronic key 30A of the multiple electronic keys (30A, 30B) is operating in deactivation mode, the specific electronic key 30A transmits the signal containing the deactivation mode information (deactivation mode notification signal) at a specific time. Then, the other electronic key 30B, which receives the deactivation mode information directly or indirectly, can be switched to deactivation mode. According to this feature, when a specific of the multiple electronic keys is switched to deactivation mode, the remaining electronic key(s) can also be switched to deactivation mode.This makes it possible for a relay attack countermeasure to automatically function effectively for the remaining electronic key(s) as well as for the specific electronic key.

[0082] In this embodiment, at least one of the multiple electronic keys 30A, 30B comprises the operating unit 39 (door lock switch 39a) to effect a change from normal mode to deactivation mode, wherein the at least one electronic key is configured to switch to deactivation mode in response to actuation of the operating unit 39 and to send the deactivation mode notification signal containing the deactivation mode information. Thus, in this embodiment, a user can, at their discretion, put the electronic key 30 into deactivation mode by actuating the operating unit 39 of the at least one electronic key 30.Furthermore, in this embodiment, the deactivation mode notification signal, which contains the deactivation mode information, is sent by the designated electronic key 30 in response to the actuation of the operating element 39 of the designated electronic key 30. This makes it possible to switch the remaining electronic key(s) 30 into deactivation mode at the same time.

[0083] In this embodiment, the specific electronic key 30, operating in deactivation mode, is configured to send the deactivation mode notification signal, containing the deactivation mode information, at regular or irregular intervals. According to this feature, when the specific electronic key 30 is put into deactivation mode, the deactivation mode notification signal, containing the deactivation mode information, is sent at regular or irregular intervals. This increases the likelihood of switching the remaining electronic key(s) into deactivation mode.

[0084] In this embodiment, the device 10 installed in the vehicle is configured to set the deactivation mode flag 24 to the ON state in response to receiving the signal containing the deactivation mode information (deactivation mode notification signal). When the deactivation mode flag 24 is in the ON state, it sends a specific signal (authentication request signal) containing the deactivation mode information. According to this feature, it becomes possible to send the deactivation mode information from the specific electronic key 30 that has been put into deactivation mode to the remaining electronic key(s) 30 via the device 10 installed in the vehicle, thereby putting the remaining electronic key(s) 30 into deactivation mode.

[0085] In this embodiment, each of the multiple electronic keys 30A, 30B includes the control unit 39 (door lock switch 39a) and is configured to enter deactivation mode in response to actuation of the control unit 39. According to this feature, a user can switch any of the multiple electronic keys 30 into deactivation mode by operating the mode-switching control unit 39. LIST OF REFERENCE MARKS 1 electronic key system 2 vehicles 10 Devices installed in the vehicle 30, 30A, 30B electronic key 50 Door lock mechanism 52 Engine control system

Claims

[1] Electronic key system comprising: a vehicle installation device installed in a vehicle; and multiple electronic keys, each capable of wireless communication with the vehicle installation device, the electronic key system being configured to have: a normal mode in which the vehicle installation device is permitted to perform certain processing when certain wireless communication processing between the vehicle installation device and one of the multiple electronic keys is successfully completed; and a deactivation mode in which the vehicle installation device is prevented from performing the certain processing. wherein one of the multiple electronic keys is configured to send a signal at a specific time when operating in deactivation mode, containing deactivation mode information that indicates that the electronic key is operating in deactivation mode, and wherein another of the multiple electronic keys is configured to switch to deactivation mode when operating in normal mode in response to receiving the signal containing the deactivation mode information. [2] Electronic key system according to claim 1, wherein at least one of the multiple electronic keys comprises a mode-switching control unit for effecting a switch from the normal mode to the deactivation mode, wherein the at least one electronic key is configured to switch to the deactivation mode in response to an actuation of the mode-switching control unit and to send the signal containing the deactivation mode information. [3] Electronic key system according to claim 1, wherein the electronic key is configured to send the signal containing the deactivation mode information at regular or irregular intervals while in deactivation mode. [4] Electronic key system according to claim 1 or 2, wherein the device installed in the vehicle is configured to switch to deactivation mode in response to receiving the signal containing the deactivation mode information and, when operating in deactivation mode, to send a specific signal containing the deactivation mode information. [5] Electronic key system according to claim 1, wherein each of the multiple electronic keys comprises a mode-switching control unit and is configured to switch to the deactivation mode in response to actuation of the mode-switching control unit.

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