System and the like

Abstract

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

Description

[Technical Field]

[0001] The present invention relates to systems associated with vehicles and the like. [Background technology]

[0002] Conventional vehicle thefts have typically involved using a tow truck at night or in a deserted area, or using an immobilizer cutter, etc. To reduce the risk of vehicle theft using these methods, retrofit security devices have been used that emit an alarm when they detect an impact or door opening, and notify the security remote control.

[0003] Systems (so-called smart entry systems) have been introduced that link to the vehicle's original key and allow the vehicle to be armed (security on) and disarmed (security off) without key operation. There have been cases of crimes involving vehicle theft where the RF signal sent when the original key (smart key) of a smart entry system is unlocked is hacked and this signal is used to disable the vehicle's security function. To prevent vehicle theft using this method, some systems make it impossible to disarm the vehicle using the original key. In this case, even if the vehicle is equipped with a smart entry system, the smart key must be operated to enter the vehicle.

[0004] Furthermore, a new theft technique known as a relay attack is emerging, which uses a repeater or similar device to enable communication between the vehicle and smart key even when they are far apart, making it possible to unlock the vehicle doors and start the engine.

[0005] Patent Document 1 listed below discloses a smart entry system (smart key system) that prevents vehicle theft through relay attacks. The onboard device of this smart key system includes a noise measurement unit, a transmission strength determination unit that determines the transmission strength of a response signal so that the transmission strength is lower than a predetermined strength and increases as the noise increases, a first transmission unit that wirelessly transmits a request signal containing instruction information that specifies the transmission strength within a predetermined area, a first reception unit that receives the response signal, and an authentication unit that authenticates the portable device based on first authentication information related to pre-registered portable devices and second authentication information contained in the response signal. The portable device includes a second reception unit, a transmission strength setting unit that sets the transmission strength of the response signal, and a second transmission unit that, when the second reception unit receives the request signal, wirelessly transmits a response signal containing the second authentication information at the transmission strength set by the transmission strength setting unit. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Japanese Patent Application Publication No. 2017-57627 Summary of the Invention [Problem to be solved by the invention]

[0007] The smart entry system (smart key system) disclosed in Patent Document 1 can be installed in newly manufactured vehicles, but it is difficult to retrofit it into vehicles that already have a smart entry system installed.

[0008] An object of the present invention is to provide a system or the like that can reduce the risk of theft or the like due to relay attacks in a vehicle or the like that is already equipped with a smart entry system or the like.

[0009] The purpose of the present invention is not limited to this, and the applicant intends to obtain rights for configurations that aim to achieve the effects achieved by the components disclosed in the specification and drawings, etc., through divisional applications, amendments, etc. For example, the specification discloses problems in which the phrase "can be" is read as "the problem is...." Each problem is described as an independent entity, and the applicant intends to obtain rights for the configurations that solve this problem separately through divisional applications, amendments, etc. Even if the problem is implicitly understood from the description in the specification, the applicant intends to include part of the configuration described in the specification in the scope of the patent claim through amendments or divisional applications. Problems that combine these independent problems are also disclosed. [Means for solving the problem]

[0010] (1) A system that is retrofitted to a vehicle system that has a function of performing a smart operation, which is at least one of unlocking the vehicle and starting the engine, based on a response signal from the smart key to a request signal sent from the vehicle to the smart key, and that has retrofitting means that has at least one of a function of prohibiting the smart operation in the vehicle system and a function of notifying when part of the smart operation is performed.

[0011] By prohibiting the vehicle system from performing smart operations, the risk of vehicle theft through relay attacks can be reduced. Also, by notifying the driver when a part of a smart operation is performed, the vehicle user, such as the driver, can become aware that a suspicious smart operation has been performed. This reduces the risk of vehicle theft through relay attacks.

[0012] The retrofitting means can be realized, for example, in one of the following three configurations. The first configuration is composed of both an on-board device mounted in the vehicle and a device carried by the vehicle user. The second configuration includes an on-board device and does not require a device carried by the vehicle user. The third configuration includes a device carried by the vehicle user and does not require an on-board device. Examples of the first to third configurations will be described later.

[0013] When the smart key receives a request signal from the vehicle, it may transmit a response signal containing identification information indicating that the smart key is authentic. It is particularly preferable that the request signal contain an ID code unique to the vehicle, and the smart key converts the ID code in the received request signal based on the ID code unique to the smart key, and then transmits the converted code in a response signal to the vehicle. This further reduces the risk of vehicle theft.

[0014] The function for prohibiting smart operations or the function for notifying when a part of a smart operation is performed may be executed, for example, when a predetermined smart operation prohibition condition is met. The "smart operation prohibition condition" may be met when a situation where the vehicle is at high risk of theft occurs or when the vehicle user performs an operation to prohibit smart operations. A situation where the vehicle is at high risk of theft may be, for example, when the vehicle user is a certain distance away from the vehicle. In this case, the prohibition of smart operations may be lifted when the vehicle user approaches within the certain distance from the vehicle. For example, the "certain distance" may be a distance at which radio wave intensity attenuates to a certain value. In this case, at least one of the vehicle and the remote device carried by the vehicle user may have the function of emitting radio waves, and the other may have the function of receiving the radio waves. The "certain distance" may also be determined based on the straight-line distance between the vehicle and the vehicle user. This straight-line distance can be measured by providing GPS functions to the remote device carried by the vehicle user and the on-board device installed in the vehicle. When smart operations are prohibited by a vehicle user performing an operation to prohibit smart operations, the prohibition of smart operations may be released when the vehicle user operates a smart key to unlock the vehicle door.

[0015] The "function to prohibit smart operation" may be, for example, a function that prevents the vehicle system from unlocking the vehicle doors when the retrofitting means detects that an operation to unlock the doors has been performed. Alternatively, the retrofitting means may always set the vehicle system to a smart operation prohibited state, and may not release the smart operation prohibited state when an operation to unlock the doors has been performed.

[0016] To disable smart operation of the vehicle system, the vehicle system's smart operation may be disabled via an in-vehicle network such as CAN and a connector such as an OBD connector. The power supply to a device that controls smart operation (e.g., a verification ECU) may be cut off. Signal lines for the door switch, foot brake switch, push start switch, etc. may be shorted or opened.

[0017] Smart entry systems are called various names depending on the automaker. For example, they are called smart entry & start systems, intelligent key systems, Honda smart key / smart card key systems, keyless start systems, keyless access & push start, keyless operation systems, key-free systems, advanced keyless entry & start systems, passive entry & start systems, smart entry & start systems, advanced key systems, keyless go & hands-free access, comfort access, personal car communication & keyless drive, and intelligent access & push button start. Generally, systems that offer the following functions are called smart entry systems.

[0018] A smart entry system consists of an on-board device installed in a vehicle and a portable device (smart key) carried by the vehicle user. The on-board device and the smart key are associated with each other, so that when a vehicle user carrying the smart key approaches the vehicle, the vehicle doors can be unlocked without touching the smart key. For example, the vehicle user can unlock the vehicle doors by gripping the door handle. Conversely, when a vehicle user gets off the vehicle while carrying the smart key, the vehicle doors can be locked without touching the smart key. Hereinafter, in this specification, locking and unlocking of vehicle doors will be simply referred to as "locking" and "unlocking." For example, the vehicle user can lock the vehicle by touching a specific part of the door handle. Furthermore, when a vehicle user carrying the smart key gets into the vehicle, the engine can be started without touching the smart key. For example, the vehicle user can start the engine by operating the engine start button.

[0019] (2) The retrofitting means includes an in-vehicle device that is mounted on the vehicle and used, and a remote device that is carried together with the smart key and emits radio waves, The in-vehicle device may be a system having a function of prohibiting the smart operation when the strength of the radio waves from the remote device is equal to or lower than a determination level.

[0020] Even if a relay attack is attempted by relaying a wireless signal between the smart entry system's on-board device and the smart key, smart operation is prohibited when the remote device of the retrofitting device is away from the vehicle and the strength of the radio waves from the remote device is below a threshold level. Therefore, when the vehicle is out of range of the radio waves emitted by the remote device, the vehicle will not be unlocked and the engine will not be started. This reduces the risk of vehicle theft through a relay attack. This retrofitting device corresponds to the first configuration, which is composed of both an on-board device installed in the vehicle and a device carried by the vehicle user.

[0021] The on-board device of the retrofitting means may have a radio wave receiving unit that receives radio waves from the smart key and a determination unit that determines the strength of the radio waves. To prohibit smart operation, for example, the on-board device of the retrofitting means may be connected to a vehicle system, and a signal prohibiting smart operation may be sent from the on-board device to a vehicle control unit (hereinafter referred to as a verification ECU) that controls the vehicle's smart operation. The on-board device of the retrofitting means may be connected to an in-vehicle network such as a CAN. The connection to the in-vehicle network may be made via a connector such as an OBD connector. When smart operation is prohibited, the verification ECU may maintain the prohibited state until smart operation is permitted. The functions of this on-board device may be incorporated into an OBD adapter, allowing the enable / disable of these functions to be configured using DIP switches or the like.

[0022] The on-board device of the retrofitting means may be configured to allow smart operation when the strength of the radio waves from the remote device exceeds a certain level, allowing the user of the original vehicle who is carrying the smart key and the remote device of the retrofitting means to approach the vehicle and use the functions of the smart entry system.

[0023] In order to make it difficult for radio waves sent and received between the on-board device of the retrofitting means and the remote device to be relayed, it is preferable to use a frequency band different from the frequency band of radio waves used in the smart entry system for the radio waves used for communication between the on-board device of the retrofitting means and the remote device.

[0024] The remote device may be a mobile device such as a smartphone equipped with a short-range wireless communication function such as Bluetooth or WiFi. In this case, the on-board device of the retrofitting means may be associated with the mobile device, and, for example, the mobile device may be configured to determine whether the strength of radio waves from the associated mobile device via Bluetooth, WiFi, or the like is below a threshold level. For example, if communication via Bluetooth, WiFi, or the like is not possible, the mobile device may determine that the radio wave strength is below a threshold level. In this case, the mobile device may store location information of the location where the vehicle is locked, and when the vehicle returns near the location where the vehicle was locked, for example, when the distance from the mobile device's current location to the locked location is less than a predetermined distance, the mobile device may begin detecting whether communication is possible. This can reduce battery consumption due to unnecessary communication (battery saving).

[0025] The remote device may periodically wirelessly transmit a signal containing the ID to the in-vehicle device, and the in-vehicle device may detect the approach or departure of the remote device based on the field strength of this signal.

[0026] (3) The retrofitting means is a function of acquiring current location information of the vehicle; receiving current location information of a mobile device from the mobile device that is associated with the vehicle and carried together with the smart key and that transmits current location information; a function of prohibiting the smart operation based on a relationship between the current location of the vehicle and the current location of the mobile terminal; It is preferable to have a system having the above.

[0027] For example, it is possible to determine whether the vehicle user is a predetermined distance or more from the vehicle based on the relationship between the current location of the vehicle and the current location of the mobile terminal. When the vehicle user is a predetermined distance or more from the vehicle, smart operation is prohibited. This reduces the risk of vehicle theft by relay attack. This retrofitting means corresponds to a first configuration consisting of both an on-board device installed in the vehicle and a device carried by the vehicle user.

[0028] The function of acquiring the current location of the vehicle and the function of receiving the current location information of the mobile device carried by the vehicle user may be realized by an in-vehicle device installed in the vehicle. The mobile device carried by the vehicle user may be a general smartphone or the like with dedicated application software installed. Alternatively, a dedicated device may be prepared as the mobile device carried by the vehicle user.

[0029] When the distance between the current location of the vehicle and the current location of the mobile device is less than a threshold value while smart operation is prohibited, smart operation may be permitted, allowing the vehicle user to unlock the vehicle using smart operation.

[0030] The vehicle and the mobile device may acquire their current location using a GPS function. If the distance from the current location of the vehicle to the current location of the mobile device cannot be calculated due to inability to receive GPS signals, smart operation may be prohibited. This reduces the risk of vehicle theft through a relay attack. In this case, the vehicle user can unlock the vehicle by operating the smart key. After the vehicle is unlocked by operating the smart key, smart operation may be permitted. After smart operation is permitted, the engine can be started using smart operation.

[0031] (4) The retrofitting means is a function of detecting a remote control lock operation, which is an operation of locking the vehicle by a user operating the smart key; When the remote control lock operation is detected, the smart operation is prohibited. It is preferable to have a system having the above.

[0032] When the user locks the vehicle using the remote lock operation, the risk of the vehicle being stolen by a relay attack is reduced. This retrofitting means corresponds to the second configuration, which includes an in-vehicle device and does not require a remote device. The vehicle user does not need to carry any equipment other than the vehicle's original smart key.

[0033] If the vehicle is locked using the remote lock operation, it cannot be unlocked using smart operations. In this case, the user can unlock the vehicle by operating the smart key. After the vehicle is unlocked by operating the smart key, it is recommended that smart operations be permitted. This allows the user to start the engine using smart operations.

[0034] When the possibility of a relay attack is low, for example, when parked in a parking lot at home, it is advisable to lock the vehicle using a smart operation rather than using a remote control locking operation. In this way, a vehicle parked in a parking lot at home can be unlocked using a smart operation. When the possibility of a relay attack is high, for example, when parked in a parking lot at a shopping center, it is advisable to lock the vehicle using a remote control locking operation. In this way, the risk of vehicle theft through a relay attack can be reduced.

[0035] (5) The retrofitting means is a function of detecting that a user has performed a prescribed operation when getting off the vehicle; A function of prohibiting the smart operation based on the detection result of the specified operation and the lock operation by the smart operation. It is preferable to have a system having the following.

[0036] By having the user explicitly perform a specified operation, smart operations can be prohibited, reducing the risk of vehicle theft through relay attacks. This retrofitting means corresponds to the second configuration, which includes an in-vehicle device and does not require a remote device. The vehicle user does not need to carry any equipment other than the vehicle's original smart key.

[0037] The specified operation may be, for example, an operation on the vehicle. The operation on the vehicle may be, for example, an operation of an operation button, an operation lever, an operation switch, etc. that is retrofitted to the vehicle, or an operation that is not normally performed when getting out of the vehicle. For example, the specified operation may be a combination of two or more operations on the vehicle. An example of a combination of two or more operations may be an operation of pressing the brake pedal with the door open. Basic information for detecting whether the brake pedal has been pressed with the door open may be obtained from the vehicle by the on-board device of the retrofitting means via an on-board network such as CAN and an OBD connector.

[0038] If the vehicle is locked using a smart operation in addition to the specified operation, the user will not be able to unlock the vehicle using a smart operation. In this case, the user can unlock the vehicle by operating the smart key. After the vehicle is unlocked by operating the smart key, it is recommended that the smart operation be permitted. This allows the user to start the engine using a smart operation.

[0039] Contrary to the process of prohibiting smart actions when a user performs a specified operation, it is also possible to prohibit smart actions when a user does not perform a specified operation and allow smart actions when a specified operation is performed.

[0040] (6) The retrofitting means may be a system having a function of prohibiting the smart operation until a specified time has elapsed since the vehicle was locked.

[0041] Vehicle thieves who attempt relay attacks tend to follow a user who has exited the vehicle and launch a relay attack once the user leaves the vehicle. Therefore, the risk of vehicle theft through a relay attack decreases long after the user has exited the vehicle. By prohibiting smart operations from the time the vehicle is locked until a specified time has elapsed, the risk of vehicle theft through a relay attack can be reduced. This retrofitting means corresponds to a second configuration that includes an in-vehicle device and does not require a remote device. The vehicle user does not need to carry any devices other than the vehicle's original smart key. Furthermore, the vehicle user does not need to perform any special operations to prohibit smart operations.

[0042] The retrofitted in-vehicle device may receive information that the vehicle has been locked via an in-vehicle network such as CAN and a connector such as an OBD connector, and immediately send a signal to the verification ECU to prohibit smart operation. This in-vehicle device may have a clock, and when a specified time has elapsed since the vehicle was locked, it may send a signal to the verification ECU to allow smart operation.

[0043] The retrofitting means may have a function of unlocking the vehicle when it receives an unlock signal from the user operating the smart key within a specified time period after the vehicle is locked. In this way, if the user gets into the vehicle within the specified time period after the vehicle is locked, the user can unlock the vehicle by operating the smart key.

[0044] (7) The retrofitting means is a function of registering a user of the vehicle by biometric authentication; A function of identifying people around the vehicle by biometric authentication, and prohibiting the smart operation when it is not determined that a registered user is present around the vehicle. It is preferable to have a system having the above.

[0045] Since smart operations are prohibited when the registered user cannot be found around the vehicle, the risk of vehicle theft through a relay attack is reduced when the user is away from the vehicle. When the user approaches the vehicle and their presence is confirmed through biometric authentication, the user can unlock the vehicle using smart operations. This retrofitting means corresponds to a second configuration that includes an in-vehicle device and does not require a remote device. The vehicle user does not need to carry any devices other than the vehicle's original smart key. Furthermore, the vehicle user does not need to perform any special operations to prohibit smart operations.

[0046] The process of finding a registered user may be executed, for example, when an unlock operation is performed using a smart action. For example, the smart action may be always prohibited, and the smart action prohibition may be cancelled when a registered user is found.

[0047] Biometric authentication can be achieved by using facial recognition, fingerprint recognition, etc. When using facial recognition, a camera that captures images of the vehicle's surroundings can be installed inside the vehicle. When using fingerprint recognition, a fingerprint recognition sensor can be attached to the door handle, etc.

[0048] (8) The retrofitting means may have a key storage means carried by the user of the vehicle, in a state where radio waves emitted from the smart key are shielded by storing the smart key therein, and the key storage means may be a system that realizes the function of prohibiting the smart operation by preventing the response signal from the smart key from reaching the vehicle.

[0049] By storing the smart key in the key storage means, the risk of vehicle theft by a relay attack can be reduced. When the user wants to unlock the vehicle, they simply remove the smart key from the key storage means. This retrofitting means includes a device carried by the vehicle user and corresponds to the third configuration, which does not require an on-board device. This system does not require any retrofitting of any device to the vehicle.

[0050] It is preferable that the key storage means has a function to issue an alarm when it receives a request signal from the vehicle. When unlocking the vehicle using a smart operation, a request signal is sent from the vehicle to the smart key. Because the reach of this request signal is short, about 1 meter, the key storage means usually does not receive the request signal when the user is away from the vehicle. If the key storage means receives a request signal even when the user is away from the vehicle, there is a high possibility that a relay attack is being attempted. The alarm from the key storage means allows the vehicle user to become aware that a relay attack may be being attempted on their vehicle. This makes it possible to prevent vehicle theft before it occurs.

[0051] Instead of almost completely shielding radio waves, the key storage means may be configured to attenuate the radio waves to limit their reach to an extremely short distance. When a thief launches a relay attack, the thief must approach the user to receive and relay radio waves from the smart key carried by the user. If the key storage means attenuates radio waves, the thief will have to approach the user at an unnatural distance to receive the radio waves. If the thief cannot receive the radio waves even when approaching close enough to receive radio waves from a normal smart key, the thief is likely to give up on stealing the vehicle through a relay attack. This reduces the risk of vehicle theft through a relay attack.

[0052] The key storage device should attenuate radio waves so that the distance at which the transmitter / receiver used in the relay attack can receive radio waves from the smart key is within a range that the user would consider unnaturally close to a third party. For example, the radio waves can be attenuated so that the reception distance is approximately 50 cm. Even if the smart key is left in the key storage device, the user can unlock the vehicle by approaching it very close to the vehicle.

[0053] Instead of the key storage means almost completely shielding radio waves, the key storage means may impart directionality to the radio waves emitted from the smart key. For example, the user may carry the key storage means in a fixed position so that the directionality is directed forward. Generally, thieves tend to approach users from behind. If the user carries the key storage means in a fixed position so that the directionality is directed forward, radio waves from the smart key are not emitted behind the user, so even if a thief approaches the user from behind, he or she will not be able to receive the radio waves from the smart key. If a thief cannot receive the radio waves even when approaching the user from behind, he or she is likely to give up on stealing the vehicle by relay attack. This reduces the risk of vehicle theft by relay attack.

[0054] Since radio waves are emitted in front of the user, the user can face the vehicle and perform a smart unlocking operation even if the smart key is stored in the key storage means.

[0055] (9) The retrofitting means may be a system having a function of determining whether the manner of operation to unlock the vehicle by the smart operation is abnormal or not, and prohibiting the smart operation if it is determined to be abnormal.

[0056] Thieves often perform smart unlocking operations on vehicles in a manner that differs from normal unlocking operations. An abnormal unlocking operation can be performed by making the operation different from the normal operation a user performs when opening a door. For example, while it is usually sufficient to grip the door handle once to unlock a vehicle, thieves tend to grip the door handle multiple times in a short period of time. By prohibiting smart unlocking when the unlocking operation is abnormal, the risk of vehicle theft by relay attack can be reduced. This retrofitting means corresponds to a second configuration that includes an on-board device and does not require a remote device. The vehicle user does not need to carry any equipment other than the vehicle's original smart key.

[0057] For example, if the unlock operation is performed multiple times without the door opening, it may be determined that the unlock operation is abnormal. The unlock operation depends on the specifications of the smart entry system installed in the vehicle. For example, grasping the door handle may be considered as an unlock operation.

[0058] (10) The retrofitting means may be a system including a key-attached device that is carried together with the smart key and issues an alarm when it detects the response signal from the smart key.

[0059] When a user carrying a smart key approaches a vehicle, the smart key transmits a response signal in response to a request signal from the vehicle. If an alarm is issued even though the user is not approaching the vehicle, it can be assumed that a relay attack is being launched, with the request signal being relayed from the vehicle to the smart key. The alarm issued by the key-attached device alerts the user to the high possibility that a relay attack is being launched on their vehicle. This makes it possible to prevent vehicle theft. This retrofitting means corresponds to a third configuration that includes a device carried by the vehicle user and does not require an on-board device.

[0060] The key-attached device may emit a sound, light, or other alarm. Since key-attached devices are often carried in a pocket or bag, it is preferable for them to emit an alarm. Some smart keys are equipped with an element (such as an LED) that has a light-emitting function, and the light-emitting element lights up or flashes when a response signal is transmitted. It is preferable for a key-attached device compatible with such smart keys to detect the light emitted from the smart key and emit an alarm.

[0061] (11) The retrofitting means is an imaging means for capturing an image of at least one of the interior and surroundings of the vehicle; a processing means for storing image data acquired by the imaging means in a storage means or uploading the image data to an external server from the time when the vehicle is locked or when an unlocking operation by a smart action is detected; The system may be one according to any one of claims 1 to 10, which has the following features.

[0062] Vehicle thieves who use relay attacks tend to follow drivers who have exited the vehicle and commit the crime when the vehicle is out of sight, and do not follow the driver for long periods of time. For this reason, there is a high probability that a relay attack will occur within a certain period of time after the vehicle is locked. Furthermore, when a vehicle is stolen using a relay attack, a smart unlocking operation is detected. If an image is captured by an imaging device from the time the vehicle is locked or the unlocking operation is detected, there is a high possibility that the thief will be captured in the image. For this reason, image data stored in a storage device or uploaded to a server can be important evidence for identifying the thief.

[0063] Since the risk of theft by a relay attack decreases when a predetermined time has elapsed since the vehicle was locked, it is advisable to stop capturing images by the imaging means when the predetermined time has elapsed since the vehicle was locked. This can reduce battery consumption compared to when image data is continuously acquired at all times. This retrofitting means corresponds to the second configuration, which includes an in-vehicle device and does not require a remote device.

[0064] (12) The vehicle includes a verification ECU that is set to either a smart operation prohibited state in which the smart operation is prohibited or a smart operation permitted state in which the smart operation is permitted, The retrofitting means may be a system according to any one of claims 1 to 11, which sets the verification ECU to the smart operation prohibited state.

[0065] By setting the verification ECU to the smart operation prohibited state by the retrofitting means, unlocking by smart operation and starting the engine by smart operation can be made impossible. When the verification ECU is in the smart operation prohibited state, the risk of vehicle theft by relay attack is reduced.

[0066] The verification ECU should be configured to not send a request signal to the smart key from the vehicle when smart operation is prohibited. If a request signal is not sent, the smart key will not return a response signal, and the vehicle will not be unlocked by smart operation.

[0067] (13) The vehicle has an antenna for wirelessly transmitting the request signal, The retrofitting means is a switch means for switching between a conductive state and a non-conductive state of the antenna feeder line; processing means for controlling the switch means to make the power supply line non-conductive, thereby prohibiting the smart operation; It is preferable to have a system having the following.

[0068] When the antenna power supply line is made non-conductive, the vehicle will no longer emit radio waves for the request signal. As a result, smart operation will not be performed, reducing the risk of vehicle theft through relay attacks. The retrofitting means can prohibit smart operation without changing the state of the verification ECU. The switching means may be a relay that mechanically switches between conductive and non-conductive states, or a semiconductor switching element that electrically switches between conductive and non-conductive states.

[0069] (14) The retrofitting means may be a system that prohibits the smart operation by deactivating a sensor that detects an operation to unlock the vehicle by smart operation or by blocking the transmission of the detection results from the sensor.

[0070] When the sensor is inactive or the transmission of the sensor's detection results is interrupted, unlocking by smart operation becomes impossible. This reduces the risk of vehicle theft through relay attacks. For example, this sensor can detect gripping of the door handle. In this case, the vehicle will not be unlocked even if the user grips the door handle.

[0071] (15) The retrofitting means may be a system that inhibits the smart operation by cutting off the power supply to a verification ECU that controls the transmission of the request signal and the reception of the response signal.

[0072] The retrofitting means may be configured to cut off the power supply to the verification ECU when a predetermined smart operation prohibition condition is met. By cutting off the power supply to the verification ECU, unlocking by smart operation and starting the engine by smart operation are disabled. When the smart operation prohibition condition is no longer met, the power supply to the verification ECU may be resumed. The vehicle battery and the verification ECU may be connected via a dedicated adapter, and the power supply to the verification ECU may be cut off and resumed by controlling the dedicated adapter.

[0073] (16) The retrofitting means may include a remote device carried together with the smart key, and the remote device may be a system having the function of emitting jamming radio waves in the frequency band of at least one of the request signal and the response signal when it detects radio waves in the frequency band of the request signal.

[0074] The jamming waves emitted by the smart key prevent the smart key from detecting the request signal relayed by the thief's repeater, or the thief's repeater relays the response signal from the smart key along with the jamming waves, preventing the vehicle from detecting the response signal. This prevents the thief from unlocking the vehicle using a relay attack.

[0075] When a vehicle user gets into the vehicle, the vehicle can be unlocked by performing a remote control unlock operation. The remote device may be provided with a switch or button that disables the jamming radio wave emission function. By operating the switch or button to disable the jamming radio wave emission function, the vehicle user can perform a smart unlock operation to unlock the vehicle. This retrofitting means includes a device carried by the vehicle user and corresponds to a third configuration that does not require an on-board device.

[0076] If the frequency of the jamming signals emitted by the remote device is in the frequency band of the request signal, the jamming signals should be emitted for a period of time that makes it impossible for the smart key to decode the data included in the request signal. For example, the jamming signals should be stopped after the falling edge of the request signal in a typical smart entry system. The jamming signals may be emitted only for a period of time between the rising and falling edges of the request signal that makes it impossible to decode some of the data included in the request signal. The strength of the jamming signals should be strong enough to make the smart key carried with the remote device unable to detect the request signal. The strength of the jamming signals should also be weak enough not to adversely affect the smart keys of third parties around the vehicle user.

[0077] If the frequency of the jamming radio waves emitted by the remote device is in the frequency band of the response signal, the jamming radio waves should be emitted for a period of time that makes it impossible for the vehicle to decode the data included in the response signal from the smart key. For example, the jamming radio waves should be stopped after the response signal falls in a typical smart entry system. The jamming radio waves may be emitted only for a period of time between the rise and fall of the response signal that makes it impossible to decode some of the data included in the response signal. The strength of the jamming radio waves should be increased to the point where the vehicle cannot detect the response signal.

[0078] (17) The remote device may be a system further having a function of acquiring a physical quantity that depends on the distance from the vehicle to the remote device, comparing the distance-dependent physical quantity with a predetermined level, and not emitting the jamming radio waves if it determines that the distance from the vehicle to the remote device is less than or equal to the distance corresponding to the predetermined level.

[0079] The user can unlock the vehicle by driving the vehicle up to a distance corresponding to a predetermined level and then performing the unlocking operation by smart action.

[0080] The physical quantity dependent on the distance from the vehicle to the remote device may be the radio wave strength of a signal periodically transmitted from an onboard device mounted in the vehicle to the remote device. This signal may include a vehicle ID for identifying the vehicle, and the remote device may be associated with the vehicle. The remote device may use the RSSI value of the radio wave of the signal including the vehicle ID of the associated vehicle as the physical quantity dependent on the distance from the vehicle to the remote device. Such radio waves may be radio waves that comply with the specified low-power radio standard. Radio waves conforming to the Bluetooth Low Energy (BLE) standard may also be used.

[0081] The inventions described in (1) to (17) above can be combined in any way. For example, all or part of the invention described in (1) may be combined with at least part of the invention described in (2) or later. In particular, it is preferable to combine the invention described in (1) with at least part of the invention described in (2) or later. Any configuration may be extracted from the inventions described in (1) to (17) and combined. The applicant of this application intends to obtain rights to inventions including these configurations. Furthermore, even if a description is made of "in the case of..." or "when...," this does not mean that the configuration is limited to that case or time. Configurations that are not limited to these cases or times are also disclosed, and the applicant intends to obtain rights to them. Furthermore, any descriptions that specify an order are not limited to this order. Configurations in which some parts are deleted or the order is changed are also disclosed, and the applicant intends to obtain rights to them. [Effects of the Invention]

[0082] In vehicles already equipped with a smart entry system, it is possible to reduce the risk of theft through relay attacks.

[0083] The effects of the present invention are not limited to these, and effects achieved by the components disclosed in the specification and drawings, etc. are also disclosed, and the applicant intends to obtain rights to the components that achieve these effects through divisional applications, amendments, etc. For example, in this specification, statements such as "can..." clearly state the effects that are achieved, and there are also parts that demonstrate the effects even without the statement "can...". Furthermore, there are effects that can be understood from the components even without such statements. [Brief explanation of the drawings]

[0084] [Figure 1] 1A and 1B are schematic diagrams of a vehicle system to which a system according to a first embodiment is applied. [Figure 2]FIG. 2A is a block diagram of a vehicle system and a system according to a first embodiment that is retrofitted to the vehicle system, and FIG. 2B is a state transition diagram for explaining the operations of the vehicle system and the retrofitted system. [Figure 3] FIG. 3 is a block diagram of a vehicle system and a system according to a second embodiment that is retrofitted to the vehicle system. [Figure 4] FIG. 4A is a block diagram of a vehicle system and a system according to a third embodiment that is retrofitted to the vehicle system, and FIG. 4B is a state transition diagram for explaining the operations of the vehicle system and the retrofitted system. [Figure 5] FIG. 5 is a state transition diagram for explaining the operation of the vehicle system and the system according to the fourth embodiment that is retrofitted. [Figure 6] FIG. 6A is a block diagram of a vehicle system and a system according to a fifth embodiment that is retrofitted to the vehicle system, and FIG. 6B is a state transition diagram for explaining the operations of the vehicle system and the retrofitted system. [Figure 7] FIG. 7A is a block diagram of a vehicle system and a system according to a sixth embodiment that is retrofitted to the vehicle system, FIG. 7B is a block diagram of a remote device that constitutes the system according to the sixth embodiment, and FIG. 7C is a schematic diagram of a remote device that constitutes the system according to a first variant of the sixth embodiment. [Figure 8] FIG. 8A is a block diagram of a vehicle system and a system according to a seventh embodiment that is retrofitted to the vehicle system, and FIG. 8B is a state transition diagram for explaining the operation of the vehicle system and the system according to the seventh embodiment that is retrofitted to the vehicle system. [Figure 9] FIG. 9A is a block diagram of a vehicle system and a system according to an eighth embodiment that is retrofitted to the vehicle system, FIG. 9B is a block diagram of a remote device that constitutes the system according to the eighth embodiment, and FIG. 9C is a diagram showing the signal transmission and reception sequence when a relay attack is being launched. [Figure 10]FIG. 10A is a block diagram of a vehicle system and a system according to a ninth embodiment that is retrofitted to the vehicle system, and FIG. 10B is a diagram showing the operation of a processing unit of the system according to the ninth embodiment. [Figure 11] FIG. 11 is a block diagram of a vehicle system and a system according to a tenth embodiment that is retrofitted to the vehicle system. [Figure 12] FIG. 12 is a block diagram of a vehicle system and a system according to an eleventh embodiment that is retrofitted to the vehicle system. [Figure 13] FIG. 13 is a block diagram of a vehicle system and a system according to a twelfth embodiment that is retrofitted to the vehicle system. [Figure 14] FIG. 14 is a block diagram of a vehicle system and a system according to a thirteenth embodiment that is retrofitted to the vehicle system. [Figure 15] Figure 15A is a diagram showing the signal transmission and reception sequence when a relay attack is being launched while using the system according to the 14th embodiment, Figure 15B is a timing chart of signals between a vehicle and a smart key in a typical smart entry system, and Figure 15C is a timing chart of signals between a vehicle, a smart key, and a remote device when using the system according to the 14th embodiment. [Figure 16] FIG. 16 is a diagram showing a signal transmission and reception sequence when a relay attack is being launched while the system according to the fifteenth embodiment is being used. DETAILED DESCRIPTION OF THE INVENTION

[0085] [First Example] A system according to a first embodiment will be described with reference to FIGS. 1A to 2B. 1A and 1B are schematic diagrams of a vehicle system to which the system according to the first embodiment is applied. The vehicle system to which the system according to the first embodiment is provided includes a vehicle 100 and a smart key 102. The vehicle 100 is equipped with an on-board device 101 of a smart entry system. The on-board device 101 and the smart key 102 constitute a so-called smart entry system. The smart key 102 is carried by a user, such as a driver of the vehicle 100.

[0086] Smart entry systems are called various names depending on the automaker. For example, they are called smart entry & start systems, intelligent key systems, Honda smart key / smart card key systems, keyless start systems, keyless access & push start, keyless operation systems, key-free systems, advanced keyless entry & start systems, passive entry & start systems, smart entry & start systems, advanced key systems, keyless go & hands-free access, comfort access, personal car communication & keyless drive, and intelligent access & push button start. Generally, systems that offer the following functions are called smart entry systems.

[0087] The in-vehicle device 101 and the smart key 102 are associated with each other, and when a user of the vehicle 100 approaches the vehicle carrying the smart key 102, the user can unlock the door by gripping the door handle of the vehicle 100 without touching the smart key 102. Conversely, when the user of the vehicle 100 gets out of the vehicle while carrying the smart key 102, the user can lock the door by touching a specific locking point on the door handle of the vehicle 100 without touching the smart key 102. Furthermore, when the user of the vehicle 100 gets into the vehicle carrying the smart key 102, the user can start the engine by operating the engine start button without touching the smart key 102. Such locking, unlocking, and engine starting are referred to as smart operations. Furthermore, such locking and unlocking operations are referred to as "smart locking operations" and "smart unlocking operations," respectively.

[0088] The system according to the first embodiment includes a remote device 22 carried by a user together with a smart key 102, and an in-vehicle device 21 mounted on a vehicle 100. The remote device 22 periodically emits radio waves, and the in-vehicle device 21 receives the radio waves from the remote device 22. When the radio wave strength from the remote device 22 exceeds a predetermined threshold (when the in-vehicle device 21 is within the range of the remote device 22 (FIG. 1A)), the in-vehicle device 21 allows smart operation of the vehicle system. When the radio wave strength from the remote device 22 is below the predetermined threshold (when the in-vehicle device 21 is out of the range of the remote device 22 (FIG. 1B)), the in-vehicle device 21 prohibits smart operation of the vehicle system. In this specification, a situation in which the in-vehicle device 21 is within or out of the range of the remote device 22 may be referred to as the remote device 22 being within or out of range relative to the vehicle 100.

[0089] If the "predetermined threshold" is set too high, the user will have to bring the remote device 22 too close to the vehicle 100 to perform the smart unlock operation. If the "predetermined threshold" is set too low, the vehicle 100 will be unlocked by the smart unlock operation even when the user carrying the remote device 22 is far away from the vehicle 100. The "predetermined threshold" is set to be low enough to not cause inconvenience to the user when performing a normal smart unlock operation, and is set so that smart operation is prohibited when the user is far enough away from the vehicle 100 that they will not notice that the vehicle 100 has been stolen.

[0090] 2A is a block diagram of a vehicle system 110 and a system 20 according to a first embodiment that is retrofitted to the vehicle system 110. The system 20 according to the first embodiment includes an in-vehicle device 21 and a remote device 22. The vehicle system 110 includes a vehicle 100 and a smart key 102, and the system 20 according to the first embodiment is retrofitted to the vehicle system 110. The vehicle 100 includes a verification ECU 103, a receiver 104, a transmitter 105, and an OBD connector 106 that are connected to a CAN 107.

[0091] The verification ECU 103 monitors whether the smart key 102 is present in the vicinity of the vehicle, and sets the state of the vehicle 100 to a smart operation permitted state when it determines that the smart key 102 is present in the vicinity of the vehicle 100, and sets the state of the vehicle 100 to a smart operation prohibited state when it determines that the smart key 102 is not present in the vicinity of the vehicle 100. When the vehicle 100 is in the smart operation permitted state, if a smart lock operation, a smart unlock operation, or an engine start operation is performed, commands to lock and unlock the vehicle and start the engine are transmitted to each ECU that controls these via the CAN 107. When the vehicle 100 is in the smart operation prohibited state, commands to lock and unlock the vehicle and start the engine are not transmitted even if a smart lock operation, a smart unlock operation, or an engine start operation is performed.

[0092] The transmitter 105 wirelessly transmits a request signal from the transmitting antenna 108 to the smart key 102. The frequency of the request signal is, for example, in the LF band (e.g., 124 kHz, 134 kHz, etc.), and the transmission distance is approximately 1 meter. Upon receiving the request signal, the smart key 102 wirelessly transmits a response signal to the vehicle 100. The frequency of the response signal is, for example, in the UHF band (e.g., 312 MHz to 315 MHz). The verification ECU 103 electronically verifies the ID code on the vehicle 100 side with the ID code on the smart key 102 side, and if the two are verified, enables smart operations such as locking and unlocking the vehicle 100 and starting the engine.

[0093] The on-board device 21 of the retrofitted system 20 is connected to the CAN 107 via the OBD connector 106. The on-board device 21 has functions such as acquiring signals flowing through the CAN 107 and communicating with the verification ECU 103 via the CAN. The remote device 22 periodically transmits a confirmation signal wirelessly. The on-board device 21 determines whether the remote device 22 is within or outside the range of the vehicle 100 based on the radio wave strength of the confirmation signal. Based on the determination result, the on-board device 21 transmits a smart operation prohibit command signal or a smart operation permit command signal to the verification ECU 103.

[0094] FIG. 2B is a state transition diagram for explaining the operation of the vehicle system 110 (FIG. 2A) and the retrofitted system 20 (FIG. 2A). When the ignition switch of the vehicle system 110 is turned off, the verification ECU 103 sets the state of the vehicle 100 to a smart operation permitted state. This state is stored by the verification ECU 103. When the remote device 22 moves from within the range of the vehicle 100 to outside the range of the vehicle 100, the in-vehicle device 21 transmits a smart operation prohibition signal to the verification ECU 103. Upon receiving the smart operation prohibition signal, the verification ECU 103 sets the vehicle 100 to a smart operation prohibited state.

[0095] When the remote device 22 moves from outside the service area to within the service area, the in-vehicle device 21 transmits a smart operation permission signal to the verification ECU 103. Upon receiving the smart operation permission signal, the verification ECU 103 sets the vehicle 100 to a smart operation permission state.

[0096] Next, we will explain the excellent effects of the system according to the first embodiment. If the system 20 according to the first embodiment is not used, when a relay attack is launched, even if the user carrying the smart key 102 is far away from the range of the vehicle 100, the request signal and response signal will be relayed, allowing unlocking by smart operation.

[0097] When using the system 20 according to the first embodiment, when the remote device 22 is out of range of the vehicle 100, the vehicle 100 is set to a smart operation prohibited state. Therefore, even if a relay attack is launched that relays communication between the vehicle 100 and the smart key 102, the vehicle 100 cannot be unlocked by smart operation. Furthermore, even if a thief breaks into the vehicle, the thief cannot start the engine by smart operation because smart operation is prohibited. This reduces the risk of theft of the vehicle 100 by a relay attack.

[0098] When a user carrying the remote device 22 approaches the vehicle 100, the verification ECU 103 sets the state of the vehicle 100 to a smart operation-permitted state, so that the user can unlock the vehicle and start the engine using normal smart operations.

[0099] Next, we will explain the advantages of this system compared to a conventional system called an auto keyless system (manufactured by Yupiteru). The auto keyless system is retrofitted to vehicles that do not have a smart entry system and that lock and unlock using an old-fashioned remote control key. The auto keyless system consists of an in-vehicle device and a remote control device carried by the user. When a user carrying the remote control device approaches the vehicle, the in-vehicle device detects the remote control device's approach and unlocks the vehicle. When the remote control device moves away from the vehicle, the in-vehicle device locks the vehicle. This allows the user to lock and unlock the vehicle without operating the original remote control key.

[0100] In such an auto keyless system, there are cases where locking and unlocking are repeated near a threshold value that determines whether the remote control device is approaching the vehicle. When using the system according to the first embodiment, the vehicle is locked and unlocked by a smart lock operation and a smart unlock operation. For example, the vehicle is locked and unlocked by the user touching a predetermined locking point on the door handle and gripping the door handle. This prevents unnecessary locking and unlocking from being repeated.

[0101] [Modification of the first embodiment] Next, a modification of the first embodiment will be described. In the first embodiment, the remote device 22 periodically transmits a confirmation signal. However, if the remote device 22 is clearly out of range of the vehicle 100, the periodic transmission of the confirmation signal can be stopped. This can reduce battery consumption. To achieve this function, the remote device 22 can be provided with a GPS function. For example, the remote device 22 stores the current location of the vehicle 100 when the vehicle 100 is locked, and if the distance from the location where the vehicle is locked to the current location of the remote device 22 is longer than a predetermined determination threshold, the periodic transmission of the confirmation signal can be stopped. The "predetermined determination threshold" can be set to the distance from the vehicle 100 to the user when the user is far enough away from the vehicle 100 that the user is unlikely to perform normal smart lock or smart unlock operations.

[0102] The in-vehicle device 21 may have a function for adjusting the threshold value of the radio wave intensity for determining whether the remote device 22 is in or out of service area. This allows the size of the area in which smart operation is possible to be changed.

[0103] It is preferable to incorporate the functions of the in-vehicle device 21 of the system 20 according to the first embodiment into the OBD adapter, so that these functions can be turned on and off by mechanical switches such as DIP switches.

[0104] The remote device 22 may be a general-purpose smartphone, tablet, or the like equipped with a short-range wireless communication function such as Wi-Fi or Bluetooth. By installing a dedicated app on these devices, these general-purpose devices can function as the remote device 22 of the system 20 according to the first embodiment. The in-vehicle device 21 may determine whether the strength of radio waves from the device, such as Bluetooth or Wi-Fi, is below a threshold. For example, if communication via Bluetooth or Wi-Fi is not possible, the in-vehicle device 21 may determine that the radio wave strength is below a threshold. In this case, the location information of the location where the vehicle is locked may be stored in the device. When the vehicle returns near the location where the vehicle was locked, for example, when the distance from the current location of the device to the locked location becomes less than a predetermined distance, the device may start detecting whether communication is possible. This reduces battery consumption due to unnecessary communication (battery saving).

[0105] In order to make it difficult for the radio waves sent and received between the in-vehicle device 21 and the remote device 22 to be relayed, it is preferable to use a frequency band different from the frequency band of the radio waves used in the smart entry system for the radio waves used for communication between the in-vehicle device 21 and the remote device 22.

[0106] It is preferable that the remote device 22 periodically transmits a signal including the ID wirelessly to the in-vehicle device 21. It is preferable that the in-vehicle device 21 detects the approach or departure of the remote device 22 based on the radio wave intensity of the signal including the ID.

[0107] [Second Example] Next, a system according to a second embodiment will be described with reference to Fig. 3. Below, a description of the configuration common to the system 20 (Fig. 2A) according to the first embodiment will be omitted.

[0108] FIG. 3 is a block diagram of a vehicle system 110 and a system 20 according to a second embodiment that is retrofitted to the vehicle system 110. Each of the in-vehicle device 21 and the remote device 22 of the system 20 according to the second embodiment is equipped with a GPS receiver. In the first embodiment, the in-vehicle device 21 determines whether to prohibit smart operation based on the radio wave intensity of the confirmation signal transmitted from the remote device 22. In the second embodiment, the remote device 22 transmits a confirmation signal including information indicating the current location of the remote device 22. The in-vehicle device 21 determines whether to prohibit smart operation based on the current location of the in-vehicle device 21 and the current location of the remote device 22. For example, when the distance from the in-vehicle device 21 to the remote device 22 is longer than a determination threshold, the in-vehicle device 21 performs processing to prohibit smart operation.

[0109] Next, the advantageous effects of the system according to the second embodiment will be described. As with the first embodiment, the second embodiment can also reduce the risk of vehicle theft through a relay attack. Furthermore, in the second embodiment, if the distance from the vehicle 100 to the remote device 22 is greater than the determination threshold, even if the confirmation signal transmitted from the remote device 22 to the in-vehicle device 21 is relayed by a thief, smart operation is not permitted unless the current location information of the remote device 22 is rewritten. This further reduces the risk of vehicle theft through a relay attack.

[0110] [Modification of the second embodiment] The remote device 22 of the system 20 according to the second embodiment may be a general smartphone, tablet device, or the like, with a dedicated app installed. If the current location cannot be determined because GPS signals cannot reach at least one of the in-vehicle device 21 and the remote device 22, the in-vehicle device 21 may prohibit smart operations. This reduces the risk of vehicle theft through relay attacks. In this case, the user of the vehicle 100 may operate the unlock button on the smart key 102 to unlock the vehicle 100.

[0111] [Third Example] Next, a system 20 according to a third embodiment will be described with reference to Figures 4A and 4B. Below, a description of the configuration common to the system 20 according to the first embodiment (Figure 2A) will be omitted.

[0112] 4A is a block diagram of the vehicle system 110 and the system 20 according to the third embodiment that is retrofitted to the vehicle system 110. The smart key 102 is provided with a lock button 102L and an unlock button 102U. When the user of the vehicle 100 presses the lock button 102L (remote control lock operation), the verification ECU 103 detects that the lock button 102L has been operated and locks the vehicle 100. Similarly, when the user of the vehicle 100 presses the unlock button 102U (remote control unlock operation), the verification ECU 103 detects that the unlock button 102U has been operated and unlocks the vehicle 100. The verification ECU 103 locks the vehicle 100 by the remote control lock operation and unlocks the vehicle 100 by the remote control unlock operation, regardless of whether the vehicle 100 is in a smart operation prohibited state or a smart operation permitted state.

[0113] The system 20 according to the third embodiment is composed of an in-vehicle device 21. In the third embodiment, there is no need for a device equivalent to the remote device 22 of the system 20 according to the first embodiment.

[0114] 4B is a state transition diagram for explaining the operation of the vehicle system 110 and the retrofitted system 20. When the ignition switch of the vehicle 100 is turned off, the verification ECU 103 sets the state of the vehicle 100 to a smart operation permitted state. When the user gets out of the vehicle and performs a smart lock operation, for example, by touching a predetermined locking position on the door handle without operating the smart key 102, the in-vehicle device 21 transmits a smart operation permitted signal to the verification ECU 103. The verification ECU 103 maintains the state of the vehicle 100 in the smart operation permitted state.

[0115] When the user gets out of the vehicle and performs a remote control lock operation, a signal indicating this operation is transmitted to the CAN 107. When the in-vehicle device 21 detects the signal indicating that the remote control lock operation has been performed via the CAN 107 and the OBD connector 106, it transmits a smart operation prohibition signal to the verification ECU 103. When the verification ECU 103 receives the smart operation prohibition signal, it sets the state of the vehicle 100 to a smart operation prohibition state.

[0116] When the vehicle 100 is in a smart operation prohibited state, if the verification ECU 103 detects that the unlock button 102U of the smart key 102 has been operated, the verification ECU 103 unlocks the vehicle 100. When the in-vehicle device 21 detects that the unlock button 102U of the smart key 102 has been operated via the CAN 107 and the OBD connector 106, it transmits a smart operation permission signal to the verification ECU 103. When the verification ECU 103 receives the smart operation permission signal, it sets the vehicle 100 to a smart operation permission state.

[0117] Next, the advantageous effects of the system 20 according to the third embodiment will be described. When the user gets out of the vehicle 100 and performs the remote lock operation, the in-vehicle device 21 sets the vehicle 100 to a smart operation prohibited state, thereby reducing the risk of the vehicle being stolen by a relay attack. The user does not need to carry the remote device 22 of the first embodiment together with the smart key 102.

[0118] When the user parks vehicle 100 in a parking lot where there is a high risk of a relay attack, such as a parking lot at a shopping center or the like where an unspecified number of third parties may approach vehicle 100, the user should perform the remote control lock operation to set the smart operation prohibited state. This reduces the risk of vehicle theft through a relay attack. After the user performs the remote control unlock operation to get into vehicle 100, the engine can be started by smart operation.

[0119] When parking the vehicle 100 in a parking lot where a relay attack is unlikely to be launched, such as a parking lot at home, the user can perform a smart lock operation. Then, the user can enter the vehicle 100 by performing a smart unlock operation.

[0120] [Modification of the third embodiment] In the third embodiment, the vehicle 100 is set to a smart operation prohibited state by performing a remote lock operation when the user exits the vehicle. Instead of the function of detecting the remote lock operation, the vehicle 100 may be provided with a function of detecting that a specified operation has been performed when the user exits the vehicle. When the in-vehicle device 21 detects that the specified operation has been performed, the smart operation may be prohibited.

[0121] The specified operation may be, for example, an operation on the vehicle. The vehicle operation may be, for example, an operation of an operation button, an operation lever, an operation switch, etc. that is retrofitted to the vehicle, or an operation that is not normally performed when getting off the vehicle. For example, the specified operation may be a combination of two or more vehicle operations. An example of a combination of two or more operations may be an operation of pressing the brake pedal with the door open. Basic information for detecting whether the brake pedal has been pressed with the door open may be obtained by the in-vehicle device 21 from the vehicle 100 via the CAN 107 and the OBD connector 106, for example.

[0122] Contrary to the process of prohibiting smart actions when a user performs a specified operation, it is also possible to prohibit smart actions when a user does not perform a specified operation and allow smart actions when a specified operation is performed.

[0123] [Fourth Example] Next, a system according to a fourth embodiment will be described with reference to Fig. 5. Below, a description of the components common to the system 20 (Fig. 2A) according to the first embodiment will be omitted.

[0124] 5 is a state transition diagram for explaining the operation of the vehicle system 110 and the retrofitted system 20 according to the fourth embodiment. Like the system 20 according to the third embodiment shown in FIG. 4A, the system 20 according to the fourth embodiment has an in-vehicle device 21 and does not require a remote device to be carried by the user.

[0125] When the ignition switch is turned off, the in-vehicle device 21 detects that the ignition switch has been turned off via the CAN 107 and the OBD connector 106. Upon detecting that the ignition switch has been turned off, the in-vehicle device 21 transmits a smart operation prohibition signal to the verification ECU 103. This causes the verification ECU 103 to set the vehicle 100 to a smart operation prohibition state.

[0126] When the vehicle 100 is subsequently locked, the in-vehicle device 21 acquires information that the vehicle 100 has been locked via the CAN 107 and the OBD connector 106. The in-vehicle device 21 measures the elapsed time since the vehicle 100 was locked. When a specified time has elapsed since the vehicle 100 was locked, the in-vehicle device 21 transmits a smart operation permission signal to the verification ECU 103. This causes the verification ECU 103 to set the vehicle 100 to a smart operation permission state.

[0127] If a remote control unlock operation is performed when the vehicle 100 is in a smart operation prohibited state, the verification ECU 103 unlocks the vehicle 100. When the in-vehicle device 21 detects that a remote control unlock operation has been performed, it transmits a smart operation permission signal to the verification ECU 103. This causes the verification ECU 103 to set the vehicle 100 to a smart operation permission state.

[0128] Next, the advantageous effects of the system 20 according to the fourth embodiment will be described. In the fourth embodiment, the vehicle 100 is set to the smart operation prohibited state until a specified time has elapsed since the vehicle 100 was locked. Even if a relay attack is launched during this period, the risk of the vehicle being stolen is low.

[0129] Vehicle thieves who attempt relay attacks tend to follow a user who has exited the vehicle and launch a relay attack once the user has left the vehicle. Therefore, the risk of vehicle theft through a relay attack decreases long after the user has exited the vehicle. Therefore, even if smart operation is permitted after a specified time has elapsed since the vehicle 100 was locked, this can be effective in reducing the risk of vehicle theft through a relay attack. The "specified time" can be set, for example, to a time that would cause a thief to give up on attempting a relay attack.

[0130] [Fifth Example] Next, a system according to a fifth embodiment will be described with reference to Figures 6A and 6B. Below, a description of the components common to the system 20 (Figure 2A) according to the first embodiment will be omitted.

[0131] 6A is a block diagram of the vehicle system 110 and a system 20 according to a fifth embodiment that is retrofitted to the vehicle system 110. In the fifth embodiment, the in-vehicle device 21 of the system 20 includes a processing device 23 and a camera 24. The camera 24 captures an image of the surroundings of the vehicle 100 and generates image data. The processing device 23 has a function of analyzing the image data generated by the camera 24 using a face recognition application and determining whether a pre-registered user is present in the image.

[0132] 6B is a state transition diagram for explaining the operation of the vehicle system 110 and the retrofitted system 20. When the ignition switch is turned off, the processing device 23 detects that the ignition switch has been turned off and transmits a smart operation prohibition signal to the verification ECU 103. This causes the verification ECU 103 to set the vehicle 100 to a smart operation prohibition state.

[0133] When a smart unlock operation is performed, the processing device 23 detects that the smart unlock operation has been performed. The processing device 23 acquires image data from the camera 24 and determines whether a pre-registered user is present in the image. If it is determined that a pre-registered user is not present in the image, the processing device 23 maintains the smart operation prohibited state without sending a signal to the verification ECU 103 to allow smart operation. If the processing device 23 determines that a pre-registered user is present in the image, the processing device 23 sends a smart operation allowance signal to the verification ECU 103. As a result, the verification ECU 103 sets the vehicle 100 to a smart operation allowance state.

[0134] Next, the advantageous effects of the system 20 according to the fifth embodiment will be described. Normally, when a relay attack is attempted, the user is not present near the vehicle 100. Therefore, even if a relay attack is attempted, the vehicle 100 remains in a smart operation prohibited state. This reduces the risk of vehicle theft due to a relay attack.

[0135] When a pre-registered user performs an unlock operation on the vehicle 100, it is determined that the user is present in the image captured by the camera 24. Therefore, the user can unlock the vehicle 100 by performing a smart unlock operation. Typically, the user performs a smart unlock operation while standing near the driver's door, so it is advisable to position the camera 24 so that it captures an image of at least the outside of the driver's door.

[0136] When a smart unlock operation is performed, the processing device 23 controls the camera 24 to capture an image and executes a face authentication application. This reduces battery consumption compared to when image capture and the face authentication application are executed periodically.

[0137] [Modification of the fifth embodiment] In the fifth embodiment, face authentication is used to determine whether or not a user is present, but other biometric authentication methods may also be used. For example, fingerprint authentication may be used. When fingerprint authentication is used, a fingerprint authentication sensor may be attached to a doorknob or the like.

[0138] In the fifth embodiment, whether or not a user is present in the vicinity of the vehicle 100 is determined when a smart unlock operation is performed, but whether or not a user is present in the vicinity of the vehicle 100 may be determined periodically regardless of whether or not a smart unlock operation is performed. In this case, the processing device 23 may transmit a smart operation permission signal to the verification ECU 103 if it determines that a user is present in the vicinity of the vehicle 100, and may transmit a smart operation prohibition signal if it determines that a user is not present.

[0139] [Sixth Example] Next, a system according to a sixth embodiment will be described with reference to Figures 7A and 7B. Below, a description of the components common to the system 20 (Figure 2A) according to the first embodiment will be omitted.

[0140] 7A is a block diagram of a vehicle system 110 and a system 20 according to a sixth embodiment that is retrofitted to the vehicle system 110. In the first embodiment, the retrofitted system 20 is configured with an in-vehicle device 21 and a remote device 22 carried by the user, but the system 20 according to the sixth embodiment is configured with a remote device 22 carried by the user, and does not require an in-vehicle device to be installed in the vehicle 100.

[0141] 7B is a block diagram of the remote device 22 constituting the system 20 according to the sixth embodiment. A smart key 102 (FIG. 7A) is stored in the smart key storage unit 30. The smart key storage unit 30 is covered with an electromagnetic shield 31. The electromagnetic shield 31 blocks radio waves emitted from the smart key 102 stored in the smart key storage unit 30 and radio waves directed toward the smart key 102.

[0142] The processing device 33 has a function of receiving a request signal transmitted from the vehicle 100 (FIG. 7A) and a response signal transmitted from the smart key 102 (FIG. 7A) via the receiver 32. The user can place the remote device 22 in a registered state by operating the deregistration button 35. When the remote device 22 is in a registered state, the processing device 33 has a function of registering the ID of the corresponding vehicle 100 and the ID of the smart key 102 by receiving a request signal transmitted from the corresponding vehicle 100 and a response signal transmitted from the corresponding smart key 102. The user can also erase the registered ID by operating the deregistration button 35. When the processing device 33 receives a request signal from the corresponding vehicle 100 or a response signal from the corresponding smart key 102, it causes the alarm issuing device 34 to issue an alarm. A speaker, for example, may be used as the alarm issuing device 34.

[0143] Next, the advantageous effects of the system 20 according to the sixth embodiment will be described. Even if the vehicle 100 transmits a request signal, if the smart key 102 is stored in the smart key storage unit 30, the request signal will not reach the smart key 102. Alternatively, even if the request signal reaches the smart key 102 and the smart key 102 transmits a response signal, the response signal will not reach the vehicle 100. For this reason, even if a relay attack is launched, the vehicle 100 will not be unlocked.

[0144] When the user carrying the remote device 22 moves away from the vehicle 100, the request signal from the vehicle 100 will no longer reach the remote device 22. For example, the distance that the request signal can reach is approximately 1 meter. Therefore, when the user is outside the area where the request signal can reach (out of range), the remote device 22 will not issue an alarm. If an alarm is issued even when the user is out of range, it is highly likely that a relay attack is being attempted. The issued alarm allows the user to realize that there is a high possibility that a relay attack is being attempted on his or her vehicle 100. This alarm function works effectively even if the smart key 102 is forgotten to be stored in the smart key storage unit 30.

[0145] [Modification of the Sixth Embodiment] A first modified example of the sixth embodiment will be described with reference to Fig. 7C. In the sixth embodiment, the smart key storage unit 30 is almost completely electromagnetically shielded, but in the first modified example, as shown in Fig. 7C, there are portions that are not electromagnetically shielded. This imparts directionality to the sensitivity of radio waves incident on the smart key 102 stored in the smart key storage unit 30 and radio waves emitted from the smart key 102.

[0146] It is recommended that the user carry the remote device 22 in a position that directs the remote device 22 forward. Generally, thieves tend to approach users from behind. If the user carries the remote device 22 fixed in place so that the directivity is forward, even if a request signal is emitted from behind the user using a relay attack repeater, the request signal will not reach the smart key 102. Alternatively, even if a response signal is emitted from the smart key 102, the response signal will not reach a repeater carried by a thief approaching behind the user. If a thief cannot receive radio waves from the smart key 102 even when approaching the user from behind, the thief is likely to give up on stealing the vehicle by relay attack. This reduces the risk of vehicle theft by relay attack.

[0147] The smart key 102 can receive radio waves from in front of the user, and radio waves from the smart key 102 are emitted in front of the user, so the user can unlock the vehicle by facing the vehicle and performing the smart unlock operation.

[0148] In the second variation of the sixth embodiment, instead of almost completely shielding radio waves, the remote device 22 attenuates the radio waves to limit their reach to an extremely short distance. When a thief launches a relay attack, the thief must approach the user to receive and relay radio waves from the smart key 102 carried by the user. If the remote device 22 attenuates the radio waves, the thief must approach the user at an unnatural distance to receive the radio waves. If the thief cannot receive the radio waves even when approaching close enough to receive radio waves from a normal smart key 102, the thief is likely to give up on stealing a vehicle by relay attack. This reduces the risk of vehicle theft by relay attack.

[0149] The remote device 22 should attenuate radio waves to such an extent that a thief would have to approach the user at an unnatural distance in order for a repeater used in a relay attack to receive radio waves from the smart key 102. For example, radio waves from the smart key 102 can be attenuated so that the reception distance is approximately 50 cm. In this case, the user can unlock the vehicle by smart operation by approaching very close to the vehicle even if the smart key 102 is still stored in the remote device 22.

[0150] [Seventh Example] Next, a system according to a seventh embodiment will be described with reference to Figures 8A and 8B. Below, a description of the components common to the system 20 (Figure 2A) according to the first embodiment will be omitted.

[0151] 8A is a block diagram of a vehicle system 110 and a system 20 according to a seventh embodiment that is retrofitted to the vehicle system 110. The system 20 according to the seventh embodiment is configured with an in-vehicle device 21. In the seventh embodiment, a device equivalent to the remote device 22 of the system 20 according to the first embodiment is not required.

[0152] 8B is a state transition diagram for explaining the operation of the vehicle system 110 and the retrofitted system 20 according to the seventh embodiment. When the ignition switch is turned off, the in-vehicle device 21 detects that the ignition switch has been turned off and transmits a smart operation permission signal to the verification ECU 103. This causes the verification ECU 103 to set the vehicle 100 to a smart operation permission state.

[0153] When the vehicle is unlocked, the in-vehicle device 21 receives a signal corresponding to the unlock operation. The in-vehicle device 21 determines whether the unlock operation is abnormal. If the in-vehicle device 21 determines that the unlock operation is abnormal, it transmits a smart operation prohibition signal to the verification ECU 103. Upon receiving the smart operation prohibition signal, the verification ECU 103 sets the vehicle 100 to a smart operation prohibition state.

[0154] Next, the advantageous effects of the system 20 according to the seventh embodiment will be described. Thieves often perform unlocking operations on the vehicle 100 in a manner that differs from the normal smart unlocking operation. For example, while it is usually sufficient to grip the door handle once to unlock the vehicle 100, thieves tend to grip the door handle multiple times in a short period of time. By prohibiting smart operations when the manner of the unlocking operation is abnormal, the risk of theft of the vehicle 100 by a relay attack can be reduced.

[0155] An abnormal smart unlock operation for unlocking the vehicle 100 may be an operation that is different from a normal operation performed by a user when opening a door. For example, if a smart unlock operation is performed and then the smart unlock operation is repeated multiple times without the door opening, it may be determined that the unlock operation is abnormal. The smart unlock operation depends on the specifications of the smart entry system installed in the vehicle 100. For example, gripping the door handle is often considered to be the smart unlock operation.

[0156] [Eighth Example] Next, a system according to an eighth embodiment will be described with reference to Figures 9A to 9C. Below, a description of the configuration common to system 20 according to the sixth embodiment (Figure 7A) will be omitted.

[0157] 9A is a block diagram of the vehicle system 110 and the system 20 according to the eighth embodiment that is retrofitted to the vehicle system 110. While the remote device 22 according to the sixth embodiment has the smart key storage unit 30 (FIG. 7B) that stores the smart key, the remote device 22 according to the eighth embodiment is carried by the user together with the smart key 102. It is not necessary to store the smart key 102 in a container.

[0158] 9B is a block diagram of the remote device 22 constituting the system 20 according to the eighth embodiment. The remote device 22 includes a receiver 32, a processing device 33, an alarm issuing device 34, and a deregistration button 35. The processing device 33 has a function of receiving a response signal transmitted from the smart key 102 via the receiver 32. A user can place the remote device 22 in a registered state by operating the deregistration button 35. While the remote device 22 is in a registered state, the processing device 33 has a function of registering the ID of the corresponding smart key 102 by receiving a response signal transmitted from the corresponding smart key 102. A user can also erase a registered ID by operating the deregistration button 35.

[0159] 9C is a diagram showing a signal transmission and reception sequence when a relay attack is being carried out. A request signal transmitted from the vehicle 100 is relayed by relay attack repeaters 50 and 51 and transmitted to the smart key 102. When the smart key 102 transmits a response signal, the response signal is transmitted to the vehicle 100 via repeaters 51 and 50. The response signal transmitted from the smart key 102 is also received by the remote device 22. When the processing device 33 of the remote device 22 receives the response signal from the smart key 102, it causes the alarm issuing device 34 to issue an alarm. The alarm issuing device 34 may be, for example, a speaker.

[0160] Next, the advantageous effects of the system 20 according to the sixth embodiment will be described. The user of the vehicle 100 can be made aware of the high possibility of a relay attack being attempted by the alarm from the remote device 22. Upon noticing the alarm, the user can immediately take action such as returning to the vehicle 100 or reporting the incident to the police.

[0161] [Ninth Example] Next, a system according to the ninth embodiment will be described with reference to Figures 10A and 10B. Below, a description of the configuration common to the system 20 according to the fifth embodiment (Figures 6A and 6B) will be omitted.

[0162] 10A is a block diagram of a vehicle system 110 and a system 20 according to a ninth embodiment that is retrofitted to the vehicle system 110. The system 20 includes a processing device 23, a camera 24, a storage device 25, and a transmission circuit 26. The camera 24 is installed in the vehicle 100 so as to capture images of at least one of the interior and exterior of the vehicle 100. The storage device 25 stores image data captured by the camera 24. The transmission circuit 26 wirelessly transmits the image data to an external server or the like.

[0163] 10B is a diagram illustrating the operation of the processing device 23 of the system 20 according to the ninth embodiment. When the ignition switch is turned off and the vehicle 100 is locked or the smart unlock operation is detected, the processing device 23 controls the camera 24 to start capturing images. After a predetermined time has elapsed since the start of capturing images, the processing device 23 stops capturing images. The captured image data is stored in the storage device 25 and is also uploaded to an external server via the transmission circuit 26.

[0164] Next, the advantageous effects of the system 20 according to the ninth embodiment will be described. Vehicle thieves using relay attacks tend to follow the driver after he or she gets out of the vehicle 100 and commit the crime when the vehicle 100 is out of sight; they do not stalk the driver for long periods of time. For this reason, there is a high probability that a relay attack will occur within a certain period of time after the vehicle 100 is locked. Furthermore, when a relay attack is attempted to steal the vehicle 100, a smart unlock operation is detected. If an image is captured by the camera 24 from the time the vehicle 100 is locked or a smart unlock operation is detected, there is a high possibility that the thief will be captured in the image. For this reason, the image data stored in the storage device 25 or uploaded to the server can be important evidence for identifying the thief.

[0165] Since the risk of theft by a relay attack decreases after a predetermined time has elapsed since the vehicle 100 was locked, image capture by the camera 24 may be stopped after the predetermined time has elapsed since the vehicle 100 was locked. This reduces battery consumption compared to when image data is continuously acquired at all times. The "predetermined time" may be the time from when the user locks the vehicle 100 until the risk of the vehicle being stolen by a relay attack is almost eliminated.

[0166] Next, a description will be given of a modified example of the ninth embodiment. In the ninth embodiment, the image data is stored in the storage device 25 and also uploaded to the server from the transmission circuit 26, but it is also possible to perform either one of the processes.

[0167] [Tenth Example] Next, a system 20 according to a tenth embodiment will be described with reference to FIG. 11. Hereinafter, a description of the configuration common to the system 20 according to the first embodiment (FIG. 2A) will be omitted. In the tenth embodiment, a method for setting the vehicle 100 to a smart operation prohibited state will be described. The tenth embodiment can be applied to various embodiments in which the retrofit system 20 includes an on-board device 21.

[0168] 11 is a block diagram of a vehicle system 110 and a system 20 according to a tenth embodiment that is retrofitted to the vehicle system 110. The system 20 includes an on-board device 21. The verification ECU 103 of the vehicle 100 includes a storage device that stores a smart operation prohibition flag 120. When the on-board device 21 transmits a smart operation prohibition signal to the verification ECU 103, the verification ECU 103 sets the smart operation prohibition flag. When the on-board device 21 transmits a smart operation permission signal to the verification ECU 103, the verification ECU 103 resets the smart operation prohibition flag.

[0169] The state in which the smart operation prohibition flag 120 is set corresponds to the smart operation prohibition state, and the state in which the smart operation prohibition flag 120 is reset corresponds to the smart operation permitted state.

[0170] As in the tenth embodiment, the state of the vehicle 100 can be set to either a smart operation prohibited state or a smart operation permitted state by setting or resetting the smart operation prohibited flag 120. When the vehicle 100 is in the smart operation prohibited state, the verification ECU 103 can prevent the vehicle 100 from sending a request signal to the smart key 102. If a request signal is not sent, the smart key 102 will not return a response signal, and therefore unlocking by smart operation will not be performed.

[0171] [Eleventh Example] Next, a system 20 according to an eleventh embodiment will be described with reference to FIG. 12. Hereinafter, a description of the configuration common to the system 20 according to the first embodiment (FIG. 2A) will be omitted. In the eleventh embodiment, a method for setting the vehicle 100 to a smart operation prohibited state will be described. The eleventh embodiment can be applied to various embodiments in which the retrofit system 20 includes an on-board device 21.

[0172] 12 is a block diagram of a vehicle system 110 and a system 20 according to an eleventh embodiment that is retrofitted to the vehicle system 110. The system 20 is composed of a processing device 23 and a relay 27. The relay 27 is inserted in a power feed line from the transmitter 105 to the transmitting antenna 108. The processing device 23 controls the on / off of the relay 27.

[0173] When the processing device 23 turns off the relay 27, the request signal is no longer emitted from the transmitting antenna 108. As a result, locking and unlocking by smart operation are no longer performed. The state in which the relay 27 is turned off corresponds to the smart operation prohibited state, and the state in which the relay 27 is turned on corresponds to the smart operation permitted state.

[0174] [Twelfth Example] Next, a system 20 according to a twelfth embodiment will be described with reference to Fig. 13. Hereinafter, a description of the configuration common to the system 20 according to the first embodiment (Fig. 2A) will be omitted. In the twelfth embodiment, a method for setting the vehicle 100 to a smart operation prohibited state will be described. The twelfth embodiment can be applied to various embodiments in which the retrofit system 20 includes an on-board device 21.

[0175] 13 is a block diagram of a vehicle system 110 and a system 20 according to a twelfth embodiment that is retrofitted to the vehicle system 110. A sensor 109 of the vehicle system 110 is connected to the verification ECU 103 via a CAN 107. The sensor 109 detects a smart unlock operation by the user of the vehicle 100, for example, an operation in which the user grips the door handle. When the unlock operation is performed, the verification ECU 103 receives a signal from the sensor 109 notifying that the unlock operation has been performed.

[0176] The system 20 is composed of a processing device 23 and a relay 28. The relay 28 is inserted in the communication line between the sensor 109 and the CAN 107. The processing device 23 controls the on / off of the relay 28. When the relay 28 is turned off, a signal notifying that a smart unlock operation has been performed does not reach the verification ECU 103. Therefore, even if a smart unlock operation is performed, the vehicle 100 is not unlocked. The state in which the relay 28 is turned off corresponds to a smart operation prohibited state, and the state in which the relay 28 is turned on corresponds to a smart operation permitted state.

[0177] [13th Example] Next, a system 20 according to a thirteenth embodiment will be described with reference to Fig. 14. Hereinafter, a description of the configuration common to the system 20 according to the first embodiment (Fig. 2A) will be omitted. In the thirteenth embodiment, a method for setting the vehicle 100 to a smart operation prohibited state will be described. The thirteenth embodiment can be applied to various embodiments in which the retrofit system 20 includes an on-board device 21.

[0178] 14 is a block diagram of a vehicle system 110 and a system 20 according to a thirteenth embodiment that is retrofitted to the vehicle system 110. The system 20 is configured with an adapter 29. Power is supplied from the battery 113 of the vehicle 100 to the verification ECU 103 via the adapter 29. The adapter 29 turns on and off the supply of power from the battery 113 to the verification ECU 103. When the adapter 29 turns off the supply of power to the verification ECU 103, the verification ECU 103 stops operating, and therefore locking and unlocking by smart operation cannot be performed. A state in which the adapter 29 cuts off the power supply corresponds to a smart operation prohibited state, and a state in which power is supplied to the verification ECU 103 via the adapter 29 corresponds to a smart operation permitted state.

[0179] It is advisable to provide an alarm device such as a speaker to the adapter 29. For example, if the adapter 29 detects that a smart unlock operation has been performed while smart operation is prohibited, the alarm device may output an alarm sound. This provides a deterrent effect against relay attacks on the vehicle 100.

[0180] [14th Example] Next, a system 20 according to a fourteenth embodiment will be described with reference to Figures 15A to 15C. Below, a description of components common to the system 20 according to the first embodiment will be omitted. The system according to the fourteenth embodiment includes a remote device 22 (Figure 2A) carried by the user together with the smart key 102 (Figure 2A), and does not necessarily require an in-vehicle device 21 (Figure 2A).

[0181] 15A is a diagram showing a signal transmission and reception sequence when a relay attack is being carried out. A request signal transmitted from vehicle 100 is relayed by relay attack repeaters 50 and 51 and transmitted to smart key 102. Radio waves in the frequency band of the relayed request signal (e.g., LF band such as 124 kHz or 134 kHz) are detected by remote device 22 carried by the user.

[0182] When the remote device 22 detects radio waves in the frequency band of the request signal, it emits jamming radio waves in the frequency band of the request signal. This jamming radio wave propagates to the smart key 102, making it impossible for the smart key 102 to detect the request signal. In this way, the remote device 22 functions as a jammer.

[0183] FIG. 15B is a timing chart of signals between the vehicle 100 and the smart key 102 in a typical smart entry system. The vehicle 100 periodically transmits a wake signal. The wake signal is a signal for starting the operation of the smart key 102. When the smart key 102 receives the wake signal, it returns an ACK signal to the vehicle 100. When the vehicle 100 receives the ACK signal, it transmits a request signal including information such as a vehicle ID to the smart key 102. When the smart key 102 receives the request signal, it transmits a response signal to the vehicle. The wake signal can also be considered a request signal that requests the smart key 102 to start an operation. For this reason, in this specification, the wake signal and request signal shown in FIG. 15B are collectively referred to as a request signal. Depending on the smart entry system, the vehicle 100 may transmit a request signal without the smart key 102 returning an ACK signal in response to the wake signal.

[0184] 15C is a timing chart of signals between the vehicle 100, smart key 102, and remote device 22 when using the system according to the fourteenth embodiment. When the remote device 22 detects radio waves in the frequency band of the wake signal (request signal), it emits jamming radio waves in the same frequency band. This prevents the smart key 102 from detecting the wake signal. Furthermore, while the jamming radio waves are being emitted, the smart key 102 cannot detect the request signal that follows the wake signal.

[0185] Next, the advantageous effects of the system according to the fourteenth embodiment will be described. In the fourteenth embodiment, jamming radio waves are emitted from the remote device 22, making it impossible for the smart key 102 to detect a request signal from the vehicle 100. As a result, the smart key 102 does not return a response signal. Because no response signal is returned to the vehicle 100, a thief cannot unlock the vehicle by a relay attack. This reduces the risk of vehicle theft by a relay attack. The user of the vehicle 100 can unlock the vehicle by performing the remote control unlock operation even when jamming radio waves are being emitted.

[0186] [Modification of the 14th embodiment] Next, a modification of the fourteenth embodiment will be described. It is preferable to provide a switch for disabling the function of emitting jamming radio waves in the remote device 22. By operating the switch to disable the function of emitting jamming radio waves, the vehicle user can perform a smart unlock operation to unlock the vehicle.

[0187] The remote device 22 may have a function to disable the jamming radio wave emission function according to the level of a physical quantity that depends on the distance from the vehicle 100 to the remote device 22. For example, the remote device 22 may compare this distance-dependent physical quantity with a predetermined level, and may disable the emission of jamming radio waves if it is determined that the distance from the vehicle 100 to the remote device 22 is equal to or less than the predetermined level. Equipping the remote device 22 with this function allows a user to approach their vehicle and perform a smart unlock operation to unlock the vehicle. The "predetermined level" may be a level that corresponds to a distance that is not inconvenient for the user when performing a normal smart unlock operation, but is within a distance range that allows the user to notice the theft of the vehicle 100.

[0188] As a physical quantity that depends on the distance from the vehicle 100 to the remote device 22, it is preferable to use the radio wave intensity of a signal that is periodically transmitted from the on-board device 21 (FIG. 2A) mounted on the vehicle 100 to the remote device 22. This signal may include a vehicle ID that identifies the vehicle 100, and the remote device 22 may be associated with the vehicle 100. The remote device 22 may use the RSSI value of the radio wave of the signal that includes the vehicle ID of the associated vehicle 100 as a physical quantity that depends on the distance from the vehicle 100 to the remote device 22. As such radio waves, it is preferable to use radio waves that comply with the specified low-power radio standard. Alternatively, radio waves that comply with the Bluetooth Low Energy (BLE) standard may be used.

[0189] The remote device 22 may emit jamming signals for a period of time that makes it impossible for the smart key 102 to decode the data included in the request signal. For example, the jamming signal emission may be stopped after the falling edge of the request signal in a typical smart entry system. Alternatively, the jamming signal may be emitted for a period of time between the rising edge and the falling edge of the request signal that makes it impossible to decode some of the data included in the request signal. The strength of the jamming signals may be set to a lower limit that makes it impossible for the smart key 102 carried with the remote device 22 to detect the request signal, and to an upper limit that does not adversely affect the smart keys of third parties around the user of the vehicle 100.

[0190] [15th Example] Next, a system according to a fifteenth embodiment will be described with reference to Fig. 16. Hereinafter, a description of the configuration common to the system 20 according to the fourteenth embodiment (Fig. 15A) will be omitted. In the fourteenth embodiment, the remote device 22 emits jamming radio waves in the frequency band of the request signal, but in the sixteenth embodiment, the remote device 22 emits jamming radio waves in the frequency band of the response signal (for example, the UHF band of 312 MHz to 315 MHz).

[0191] 16 is a diagram showing the signal transmission and reception sequence when a relay attack is being carried out. A request signal sent from the vehicle 100 is relayed by relay attack repeaters 50 and 51 and transmitted to the smart key 102. Radio waves in the frequency band of the relayed request signal (e.g., 124 kHz or 134 kHz band) are detected by the remote device 22 carried by the user and the smart key 102.

[0192] The smart key 102 transmits a response signal to the vehicle 100. When the remote device 22 detects radio waves in the frequency band of the request signal, it emits jamming radio waves in the frequency band of the response signal. This prevents the repeater 51 carried by the thief from relaying the response signal. As a result, the vehicle cannot be unlocked by a relay attack. This reduces the risk of vehicle theft by a relay attack. The user of the vehicle 100 can unlock the vehicle by performing the remote control unlock operation, even when jamming radio waves are being emitted.

[0193] [Modification of the 15th embodiment] In the fifteenth embodiment, similarly to the modified example of the fourteenth embodiment, it is preferable to provide a function for invalidating the emission of jamming radio waves according to the distance from the vehicle 100 to the remote device 22.

[0194] The remote device 22 may emit jamming signals for a period of time that makes it impossible for the vehicle 100 to decode data included in the response signal from the smart key 102. For example, the jamming signal emission may be stopped after the response signal falls in a typical smart entry system. The jamming signal may be emitted only for a period of time between the rising and falling edges of the response signal that makes it impossible to decode some of the data included in the response signal. The strength of the jamming signal may be increased to the point where the repeater 51 is unable to properly detect the response signal.

[0195] The frequency of the radio waves used for the response signal varies depending on the vehicle manufacturer. The system according to the fifteenth embodiment should preferably cover all frequency bands of radio waves used by various manufacturers. Furthermore, a system according to the fifteenth embodiment may be constructed for each manufacturer.

[0196] The scope of the present invention is not limited to the structures expressly described in the specification, but also encompasses combinations of various aspects of the invention disclosed herein. While the structures of the invention sought to be patented are specified in the appended claims, it is the intention of the present inventors to claim structures disclosed herein that are not currently specified in the claims.

[0197] The present invention is not limited to the configurations described in the above-described embodiments. The components of each of the above-described embodiments and variations may be arbitrarily selected and combined. Furthermore, any component of each embodiment or variation may be arbitrarily combined with any component described in the Summary of the Invention or any component embodying any component described in the Summary of the Invention. The present invention intends to obtain rights to these configurations through amendments or divisional applications of this application. Furthermore, even if a description is made of "in the case of..." or "when...," this does not mean that the configuration is limited to that case or time. Configurations that are not limited to those cases or times are also disclosed, and the present invention intends to obtain rights to them. Furthermore, even if a description is made in an order, the order is not limited to this order. Configurations in which some parts are deleted or the order is changed are also disclosed, and the present invention intends to obtain rights to them.

[0198] Furthermore, by filing a conversion application to a design application, the applicant intends to obtain rights to the entire design or partial design. The drawings depict the entire device in solid lines, but they also include partial designs claimed for parts of the device. For example, the drawings may include a partial design for a part of the device, regardless of the part. A part of the device may be a part of the device, or it may be part of that part. The applicant intends to obtain rights not only to the entire design, but also to partial designs in which any part of the solid line portion of the drawings is drawn as a dashed line. [Explanation of symbols]

[0199] 20 Systems 21 System on-board equipment 22 System Remote Devices 23 Processing equipment 24 Camera 25 Storage device 26 Transmitting circuit 27th and 28th relays 29 Adapter 30 Smart key storage compartment 31 Electromagnetic Shielding 32 Receiver 33 Processing equipment 34 Alarm issuing device 35 Unsubscribe button 50, 51 Repeater 100 vehicles 101 In-vehicle equipment 102 Smart Key 102L Lock button 102U Unlock button 103 Verification ECU 104 Receiver 105 Transmitter 106 OBD connector 107 CAN 108 transmitting antenna 109 Sensors 110 Vehicle Systems 113 Battery 120 Smart Operation Prohibition Flag

Claims

1. A system that is retrofitted to a vehicle capable of smartly locking and unlocking the vehicle based on a response signal from the smart key in response to a request signal sent from the vehicle to the smart key, an in-vehicle device connected to the vehicle; and a remote device carried by a user of the vehicle; the remote device periodically wirelessly transmits a signal including an ID to the in-vehicle device; The in-vehicle device detects the approach or departure of the remote device based on the radio wave intensity of the signal including the ID, and transmits a smart operation prohibition command signal or a smart operation permission command signal to the vehicle based on the detection result. A system characterized by:

2. 10. The system of claim 1, As the radio waves used for communication between the in-vehicle device and the remote device, a frequency band different from the frequency band of the radio waves used in the smart entry system of the vehicle system is used to make it difficult for the radio waves transmitted and received between the in-vehicle device and the remote device to be relayed. A system characterized by:

3. 3. The system according to claim 1 or 2, The vehicle includes a vehicle-specific ID code in the request signal and transmits it to the smart key; The smart key converts the vehicle-specific ID code in the received request signal based on the ID code specific to the smart key, and transmits the converted code to the vehicle in the response signal. A system characterized by:

4. 4. The system according to claim 1, wherein: The in-vehicle device is connected to a CAN via an OBD connector and communicates with the verification ECU via the CAN. A system characterized by:

5. 5. The system according to claim 1, wherein: The functions of the in-vehicle device are incorporated into the OBD adapter, and the functions can be turned on and off using mechanical switches such as DIP switches. A system characterized by:

6. 6. The system according to claim 1, The verification ECU stores a smart operation prohibition flag, sets the smart operation prohibition flag when it receives a smart operation prohibition signal, and resets the smart operation prohibition flag when it receives a smart operation permission signal, The verification ECU does not transmit the request signal from the vehicle to the smart key when the vehicle is in a smart operation prohibited state. A system characterized by:

7. 7. The system according to claim 1, wherein: The remote device stores location information of the location where the vehicle is locked, and when the distance from the current location of the remote device to the locked location becomes equal to or less than a predetermined distance, the remote device starts detecting whether communication is possible or not. A system characterized by:

Images