Systems etc.

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 and the like associated with vehicles and the like. Background Art

[0002] Conventional vehicle theft has generally employed methods using a tow truck at midnight or in places with low pedestrian traffic, methods using immobilizer cutters, and the like. To reduce the risk of vehicle theft by such methods, retrofitted security devices have been used that generate an alarm when detecting an impact or door opening and notify a security remote control.

[0003] Systems (so-called smart entry systems) that enable arming (security on) and disarming (security off) of the vehicle without key operation by interlocking with the vehicle's genuine key have been introduced. Crimes of vehicle theft have occurred by hacking the RF signal when unlocking the genuine key (smart key) of a smart entry system and using this signal to cancel the vehicle's security function. To prevent vehicle theft by this method, there are cases where disarming via the genuine key is disabled. In such cases, even though a smart entry system is installed, the user must operate the smart key when getting into the vehicle.

[0004] Furthermore, a theft method called relay attack, which enables unlocking the vehicle doors and starting the engine by enabling communication between the vehicle and the smart key using a repeater or the like even when the vehicle and the smart key are far apart, has begun to spread.

[0005] Patent Document 1 below discloses a smart entry system (smart key system) for preventing vehicle theft by relay attack. The in-vehicle unit of this smart key system includes a noise measurement unit, a transmission strength determination unit that determines the transmission strength of a response signal to be lower than a predetermined strength and to increase as the noise level increases, a first transmission unit that wirelessly transmits a request signal including instruction information indicating the transmission strength within a predetermined area, a first reception unit that receives the response signal, and an authentication unit that authenticates a portable device based on first authentication information relating to a portable device that has been registered in advance and second authentication information included 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 a request signal, wirelessly transmits a response signal including 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 Publication No. 2017-57627 [Overview of the project] [Problems that the invention aims to solve]

[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 to vehicles that already have a smart entry system installed.

[0008] The object of the present invention is to provide a system that can reduce the risk of theft by relay attack, for example, in vehicles that are already equipped with a smart entry system or the like.

[0009] The purpose of the present invention is not limited thereto, and the applicant intends to obtain rights through divisional applications, amendments, etc., for configurations that aim to obtain the effects derived from the components of the configuration disclosed in this specification and the drawings, etc. For example, problems that can be described as "can be achieved" in this specification are disclosed here by reinterpreting them as "the problem is...". Each problem is described independently, and the applicant intends to obtain rights to the configurations for solving these problems individually through divisional applications, amendments, etc. Even if a problem is implicitly understood from the description in the specification, the applicant intends to include a part of the configuration described in this specification in the claims through amendment or divisional application. Furthermore, problems that combine these independent problems are also disclosed. [Means for solving the problem]

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

[0011] By disabling smart operations in the vehicle system, the risk of vehicle theft via relay attacks can be reduced. Furthermore, by providing notifications when some smart operations are performed, the driver and other vehicle users can become aware of suspicious smart operations. This further reduces the risk of vehicle theft via relay attacks.

[0012] The add-on mechanism can be implemented in one of the following three configurations: The first configuration consists of both an in-vehicle device mounted on the vehicle and a device carried by the vehicle's user. The second configuration includes an in-vehicle device but does not require a device carried by the vehicle's user. The third configuration includes a device carried by the vehicle's user but does not require an in-vehicle device. Examples of the first to third configurations will be described later.

[0013] When a smart key receives a request signal from a vehicle, it is preferable that it includes identification information in a response signal indicating that the smart key is genuine and sends it to the vehicle. It is particularly preferable that the request signal includes a vehicle-specific ID code, and that the smart key converts the ID code in the received request signal based on the smart key's own ID code, and then includes the converted code in the response signal and sends it to the vehicle. This would further reduce the risk of vehicle theft.

[0014] A function to disable smart operations, or a function to notify when a part of a smart operation is performed, should be executed, for example, when a predetermined smart operation disabling condition is met. The "smart operation disabling condition" should be met when a situation arises in which there is a high risk of the vehicle being stolen, or when the vehicle user performs an operation to disable smart operations. A situation in which there is a high risk of the vehicle being stolen could be, for example, when the vehicle user is a certain distance away from the vehicle. In this case, the smart operation disabling should be lifted when the vehicle user approaches within a certain distance from the vehicle. For example, the "certain distance" could be the distance at which the radio wave strength attenuates to a certain value. In this case, at least one of the vehicle and the remote device carried by the vehicle user should have the function to emit radio waves, and the other should have the function to receive those radio waves. Alternatively, the "certain distance" may be determined based on the straight-line distance between the vehicle and the vehicle user. This straight-line distance can be measured by equipping the remote device carried by the vehicle user and the in-vehicle device installed in the vehicle with GPS functionality. If smart operation is disabled by the vehicle user performing an action to disable it, it would be best to lift the smart operation ban when the vehicle user unlocks the vehicle doors using the smart key.

[0015] The "function to disable smart operation" could, for example, be a function that prevents the vehicle system from unlocking the doors when an aftermarket device detects that an operation to unlock the vehicle doors has been performed. Alternatively, the aftermarket device could permanently set the vehicle system to a smart operation disabled state and not release the smart operation disabled state when an operation to unlock the doors is performed.

[0016] One method for setting a vehicle system to a smart operation disabled state is to disable the smart operation enable / disable state in the vehicle system via an in-vehicle network such as CAN and a connector such as an OBD connector. Alternatively, the power supply to the device that controls smart operation (e.g., a verification ECU) may be cut off. Signal lines for door switches, foot brake switches, push-start switches, etc., may also be short-circuited or open.

[0017] Regarding smart entry systems, various names are used depending on the automobile manufacturer. For example, they are called Smart Entry & Start System, Intelligent Key System, Honda Smart Key / Smart Card Key System, Keyless Start System, Keyless Access & Push Start, Keyless Operation System, Keyless Free System, Advanced Keyless Entry & Start System, Passive Entry & Start System, Smart Entry & Start System, Advanced Key System, Keyless Go & Hands-Free Access, Comfort Access, Personal Car Communication & Keyless Drive, Intelligent Access & Push Button Start, etc. Generally, a system that provides the following functions is called a smart entry system.

[0018] A smart entry system consists of an in-vehicle device installed in the vehicle and a portable device (smart key) carried by the vehicle's user. The in-vehicle device and the smart key are interconnected, and when a vehicle user approaches the vehicle with the smart key, the vehicle doors can be unlocked without touching the smart key. For example, the vehicle doors can be unlocked by the vehicle user grasping the door handle. Conversely, when a vehicle user exits the vehicle with the smart key in their possession, the vehicle doors can be locked without touching the smart key. Hereinafter, in this specification, locking and unlocking the vehicle doors will be simply referred to as "lock" and "unlock." For example, the vehicle user can lock the doors by touching a specific part of the door handle. Furthermore, when a vehicle user enters the vehicle with the smart key in their possession, the engine can be started without touching the smart key. For example, the engine can be started by the vehicle user operating the engine start button.

[0019] (2) The aftermarket means includes an in-vehicle device that is mounted on and used in the vehicle, and a remote device that is carried together with the smart key and emits radio waves, The in-vehicle device may be a system that has a function to prohibit the smart operation when the intensity of the radio waves from the remote device is below a certain level.

[0020] Even if a relay attack is launched by relaying the wireless signal between the smart entry system's in-vehicle device and the smart key, if the aftermarket remote device is far from the vehicle and the radio wave strength from the remote device is below the detection level, smart operation will be prohibited. Therefore, when the vehicle is outside the 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 by relay attacks. This aftermarket device corresponds to the first configuration, which consists of both an in-vehicle device installed in the vehicle and a device carried by the vehicle user.

[0021] The aftermarket in-vehicle device may include 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 disable smart operation, for example, the aftermarket in-vehicle device may be connected to the vehicle system, and the in-vehicle device may send a signal to the vehicle control unit (hereinafter referred to as the verification ECU) that controls the vehicle's smart operation to disable smart operation. The aftermarket in-vehicle device may be connected to an in-vehicle network such as CAN. Connection to the in-vehicle network may be made via a connector such as an OBD connector. When smart operation is disabled, the verification ECU may continue to disable smart operation until smart operation is permitted. The functions of this in-vehicle device may be incorporated into the OBD adapter, and these functions may be enabled or disabled using DIP switches or the like.

[0022] The aftermarket in-vehicle device should be configured to allow smart operation when the signal strength from the remote device exceeds a certain level. This allows the original vehicle user, who is carrying both the smart key and the aftermarket remote device, to approach the vehicle and utilize the smart entry system's functions.

[0023] To make it difficult for the radio waves transmitted and received by the aftermarket in-vehicle device and the remote device to be relayed, it is advisable to use a different frequency band for the radio waves used for communication between the aftermarket in-vehicle device and the remote device than the frequency band used for the smart entry system.

[0024] As the remote device, it is preferable to use a mobile terminal such as a smartphone equipped with a short-range wireless communication function such as Bluetooth or WiFi. In this case, it is preferable to associate the in-vehicle device of the retrofit means with the mobile terminal, and for example, determine whether or not the intensity of radio waves such as Bluetooth or WiFi from the associated mobile terminal is equal to or lower than a determination level. For example, when communication via Bluetooth, WiFi, or the like is not possible, it may be determined that the radio wave intensity is equal to or lower than the determination level. In this case, it is preferable to store the position information of the location where the vehicle was locked in the mobile terminal, and when the user returns to the vicinity of the location where the vehicle was locked, for example, when the distance from the current position of the mobile terminal to the locked location becomes equal to or less than a predetermined distance, start detecting whether communication is possible or not. This makes it possible to suppress battery consumption due to unnecessary communication (battery saving).

[0025] It is preferable that a signal including an ID is periodically wirelessly transmitted from the remote device to the in-vehicle device. Based on the electric field strength of this signal, it is preferable that the in-vehicle device detects the approach and separation of the remote device.

[0026] (3) The said retrofit means includes: a function of acquiring current position information of the vehicle; a function of receiving current position information of a mobile terminal from the mobile terminal, the mobile terminal being associated with the vehicle, carried together with the smart key, and transmitting current position information; a function of prohibiting the smart operation based on a relationship between the current position of the vehicle and the current position of the mobile terminal it is preferable that the system has the above features.

[0027] For example, based on the relationship between the current position of the vehicle and the current position of the mobile terminal, it is preferable to determine whether or not the user of the vehicle is away from the vehicle by a predetermined distance or more. It is preferable to prohibit the smart operation when the user of the vehicle is away from the vehicle by a predetermined distance or more. This reduces the risk of vehicle theft due to relay attacks. This retrofit means corresponds to a first configuration configured by both an in-vehicle device mounted on the vehicle and a device carried by a user of the vehicle.

[0028] The functions for acquiring the vehicle's current location and receiving current location information from the mobile devices carried by the vehicle's users should be implemented using in-vehicle equipment installed in the vehicle. For the mobile devices carried by the vehicle users, a general-purpose smartphone with dedicated application software installed should be used. Alternatively, a dedicated device could be prepared for use as the mobile device carried by the vehicle users.

[0029] When smart operation is disabled, if the distance from the vehicle's current location to the mobile device's current location falls below a certain threshold, smart operation should be permitted. This would allow vehicle users to unlock the vehicle using smart operation.

[0030] Vehicles and mobile devices should use GPS functionality to obtain their current location. If the distance from the vehicle's current location to the mobile device's current location cannot be calculated due to a lack of GPS signal, smart operation should be disabled. This reduces the risk of vehicle theft via relay attacks. 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 should be permitted. After smart operation is permitted, the engine can be started using smart operation.

[0031] (4) The retrofitting means is A function to detect a remote lock operation, which is an operation in which the user locks the vehicle by operating the smart key, When the aforementioned remote lock operation is detected, a function is activated to disable the aforementioned smart operation. It would be good to have a system that includes this.

[0032] When the user locks the vehicle using the remote lock, the risk of vehicle theft via relay attack is reduced. This aftermarket solution includes an in-vehicle device and corresponds to a second configuration that does not require a remote device. The vehicle user does not need to carry any device other than the vehicle's original smart key.

[0033] When a vehicle is locked using the remote lock, it cannot be unlocked using smart operation. In this case, the user can unlock the vehicle by operating the smart key. After the vehicle is unlocked using the smart key, it would be desirable to allow smart operation. This would allow the user to start the engine using smart operation.

[0034] If the likelihood of a relay attack is low, for example, when parked in your home's driveway, it's best to use smart locking rather than remote locking. This way, you can unlock your vehicle using smart locking, even when parked in your home's driveway. If the likelihood of a relay attack is high, for example, when parked in a shopping center's parking lot, it's best to lock your vehicle using remote locking. This will reduce the risk of vehicle theft via relay attack.

[0035] (5) The retrofitting means is A function to detect when a user performs a prescribed operation upon alighting from the vehicle, Based on the detection results of the aforementioned prescribed operations and the smart operation of locking, a function is provided to prohibit the smart operation. It would be good to have a system that includes this.

[0036] By explicitly performing a prescribed operation, the user can disable smart operation, thereby reducing the risk of vehicle theft via relay attack. This aftermarket solution corresponds to a second configuration that includes an in-vehicle device and does not require a remote device. Vehicle users do not need to carry any devices other than the vehicle's original smart key.

[0037] The prescribed operation could be, for example, an operation on the vehicle. An operation on the vehicle could be, for example, the operation of an aftermarket control button, control lever, control switch, etc., or an operation not normally performed when getting out of the vehicle. For example, it could be an operation combining two or more operations on the vehicle. An operation combining two or more operations could be, for example, the operation of pressing the brake pedal while the door is open. Basic information for detecting whether the brake pedal is pressed while the door is open could be obtained from the vehicle by, for example, an aftermarket on-board device via an on-board network such as CAN and an OBD connector.

[0038] If the vehicle is locked using the smart lock function along with the standard operation, it will not be possible to unlock it using the smart lock function. In this case, the user can unlock the vehicle by operating the smart key. After the vehicle is unlocked by operating the smart key, it is advisable to allow smart lock functions. This will allow the user to start the engine using the smart lock function.

[0039] Conversely to the process of disabling smart actions when the user performs a specified operation, one could also choose to disabling smart actions when the user does not perform a specified operation and allowing smart actions when the user performs a specified operation.

[0040] (6) The aftermarket means may be a system that has a function to prohibit the smart operation until a specified time has elapsed from the time the vehicle is locked.

[0041] Vehicle thieves using relay attacks tend to follow the user after they get out of the vehicle and launch the attack once the user has left the vehicle. Therefore, the risk of vehicle theft via relay attack decreases after a considerable amount of time has passed since the user got out of the vehicle. By disabling smart key operation until a specified time has elapsed from the time the vehicle is locked, the risk of vehicle theft via relay attack can be reduced. This aftermarket solution 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 device other than the vehicle's original smart key. Furthermore, the vehicle user does not need to perform any special operation to disable smart key operation.

[0042] The aftermarket in-vehicle device should acquire information that the vehicle is locked via an in-vehicle network such as CAN and a connector such as an OBD connector, and immediately send a signal to the matching ECU to disable smart operation. This in-vehicle device should have a clock and, after a specified time has elapsed since the vehicle was locked, send a signal to the matching ECU to allow smart operation.

[0043] The aftermarket system should have a function that unlocks the vehicle if it receives an unlock signal from the user operating the smart key within a specified time after the vehicle has been locked. In this case, if the user enters the vehicle within the specified time after it has been locked, the user can unlock the vehicle by operating the smart key.

[0044] (7) The retrofitting means is A function to register users of the vehicle using biometric authentication, The system includes a function to identify people around the vehicle using biometric authentication, and to prohibit the smart operation if it cannot determine that a registered user is present around the vehicle. It would be good to have a system that includes this.

[0045] Smart operation is disabled when the registered user cannot be found in the vicinity of the vehicle, thus reducing the risk of vehicle theft via relay attack when the user is away from the vehicle. When the user approaches the vehicle and their presence is confirmed by biometric authentication, the user can unlock the vehicle using smart operation. This aftermarket solution 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 device other than the vehicle's original smart key. Furthermore, the vehicle user does not need to perform any special operation to disable smart operation.

[0046] The process of discovering registered users should ideally be executed, for example, when an unlock operation is performed using smart actions. For instance, smart actions could be disabled at all times, and then disabled only when a registered user is discovered.

[0047] For biometric authentication, facial recognition or fingerprint recognition should be used. If using facial recognition, it is recommended to install cameras inside the vehicle that capture images of the vehicle's surroundings. If using fingerprint recognition, it is recommended to install fingerprint recognition sensors on door handles, etc.

[0048] (8) The aftermarket means may include a key storage means that is carried by the user of the vehicle while shielding the radio waves emitted from the smart key by storing the smart key inside, and the key storage means may be a system that implements a function to disable the smart operation by preventing the response signal from the smart key from reaching the vehicle.

[0049] By storing the smart key in a key storage device, the risk of vehicle theft via relay attack can be reduced. When the user wants to unlock the vehicle, they simply need to remove the smart key from the key storage device. This aftermarket device includes equipment carried by the vehicle user and corresponds to a third configuration that does not require an in-vehicle device. In this system, there is no need to install any devices on the vehicle as an aftermarket addition.

[0050] It would be beneficial to equip the key storage device with a function that issues an alarm when it receives a request signal from the vehicle. When unlocking the vehicle using smart operation, a request signal is sent from the vehicle to the smart key. Since the range of this request signal is short, about 1 meter, the key storage device usually does not receive the request signal when the user is away from the vehicle. If the key storage device receives a request signal even though the user is away from the vehicle, there is a high possibility that a relay attack has been launched. The vehicle user can become aware that their vehicle may be under attack due to the alarm from the key storage device. This makes it possible to prevent vehicle theft.

[0051] Instead of the key storage mechanism almost completely shielding the radio waves, it may be configured to attenuate the radio waves so that their range is limited to a very short distance. When a thief attempts a relay attack, they must approach the user to receive and relay the radio waves from the smart key the user is carrying. If the key storage mechanism attenuates the radio waves, the thief will have to approach the user at an unnatural distance in order to receive the radio waves. If the thief cannot receive the radio waves even when approaching a distance where they can receive radio waves from a normal smart key, they are highly likely to give up on stealing the vehicle via a relay attack. Therefore, the risk of vehicle theft via a relay attack is reduced.

[0052] The key storage mechanism should attenuate the radio waves so that the distance at which the transceiver used in a relay attack can receive radio waves from the smart key is such that the user would perceive the distance as being unnaturally close to a third party. For example, the radio waves should be attenuated so that the receivable distance from the smart key is about 50 cm. Even with the smart key stored in the key storage mechanism, the user can unlock the vehicle using smart operation by approaching it very close.

[0053] Instead of the key storage device almost completely shielding the radio waves, it may be designed to give directionality to the radio waves emitted from the smart key. For example, the user may carry the key storage device in a fixed position so that the directionality is directed in front of them. Generally, thieves tend to approach users from behind. If the user carries the key storage device in a fixed position so that the directionality is directed in front of them, the radio waves from the smart key will not be emitted behind the user, so even if a thief approaches the user from behind, they 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, they are more likely to give up on stealing the vehicle using a relay attack. Therefore, the risk of vehicle theft using a relay attack is reduced.

[0054] Because radio waves are emitted in front of the user, the user can unlock the vehicle using smart operation even with the smart key stored in the key storage device, while facing the vehicle.

[0055] (9) The aftermarket means may be a system that determines whether the manner of operation to unlock the vehicle by the smart operation is abnormal, and if it is determined to be abnormal, it has the function of prohibiting the smart operation.

[0056] Thieves often perform smart unlock operations on vehicles in a manner different from normal unlocking. An abnormal unlocking operation should be one that differs from the normal operation a user performs when opening a door. For example, normally, unlocking a vehicle only requires gripping the door handle once, but thieves tend to grip the door handle multiple times in a short period. By disabling smart operation when the unlocking operation is abnormal, the risk of vehicle theft via relay attack can be reduced. This aftermarket solution corresponds to a second configuration that includes an in-vehicle device and does not require a remote device. Vehicle users do not need to carry any devices other than the vehicle's original smart key.

[0057] For example, if the unlock operation is performed multiple times without the door opening after the initial unlock operation, it is appropriate to determine that the manner of the unlock operation is abnormal. The unlock operation depends on the specifications of the smart entry system installed in the vehicle. For example, gripping the door handle may be considered an unlock operation.

[0058] (10) The add-on means may be a system that includes a key-attached device which 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 the vehicle, a response signal is sent from the smart key 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 has been launched and the request signal radio waves are being relayed from the vehicle to the smart key. The user can become aware of the high probability that a relay attack has been launched on their vehicle due to the alarm emitted by the key-attached device. This makes it possible to prevent vehicle theft. This aftermarket device includes equipment carried by the vehicle user and corresponds to a third configuration that does not require an in-vehicle device.

[0060] The alarm emitted by the key-attached device should preferably use sound, light, or other means. Since key-attached devices are often carried in pockets or bags, it is preferable that they emit an alarm sound. Some smart keys have light-emitting elements (such as LEDs) attached, which light up or flash when a response signal is transmitted. Key-attached devices for such smart keys should detect the light emitted from the smart key and emit an alarm sound.

[0061] (11) The retrofitting means is An imaging means for capturing images of at least one of the interior and surroundings of the vehicle, From the moment the vehicle is locked or an unlock operation is detected via smart operation, processing means store the image data acquired by the imaging means in a storage means or upload it to an external server. The system may be as described in any one of claims 1 to 10, which has the following features:

[0062] Vehicle thieves using relay attacks tend to follow the driver after they get out of the vehicle and commit the crime when the vehicle is out of sight, rather than following the driver for an extended period. Therefore, there is a high probability that a vehicle will be stolen via a relay attack within a certain period after it has been locked. Furthermore, when a vehicle is stolen using a relay attack, a smart unlock operation is detected. If images are acquired by an imaging device from the moment the vehicle is locked or the unlock operation is detected, there is a high probability that the thief will be captured in the images. 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 relay attack decreases after a predetermined time has elapsed since the vehicle was locked, it is advisable to stop imaging by the imaging device when that predetermined time has elapsed since the vehicle was locked. Compared to continuously acquiring image data at all times, this reduces battery consumption. This add-on device corresponds to a second configuration that 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 smart operation is prohibited, or a smart operation permitted state in which smart operation is permitted, The retrofitting means may be the system described in any one of claims 1 to 11, which sets the matching ECU to the smart operation disabled state.

[0065] An aftermarket device can disable smart operation by setting the matching ECU to a smart operation disabled state, preventing unlocking and engine starting via smart operation. When the matching ECU is in the smart operation disabled state, the risk of vehicle theft via relay attack is reduced.

[0066] The matching ECU should be configured not to send a request signal from the vehicle to the smart key when smart operation is disabled. If no request signal is sent, the smart key will not return a response signal, and therefore, unlocking via smart operation will not occur.

[0067] (13) The vehicle has an antenna for wirelessly transmitting the request signal, The aforementioned add-on means is, A switch means for switching between the conductive and non-conductive states of the feed line of the aforementioned antenna, A processing means that controls the switching means to put the power supply line into a non-conductive state, thereby prohibiting the smart operation. It would be good to have a system that includes this.

[0068] By disabling the antenna's power supply line, the vehicle will no longer emit request signals. As a result, smart operation will not occur, reducing the risk of vehicle theft via relay attacks. The aftermarket device can disable smart operation without altering the state of the matching ECU. As a switching device, 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, may be used.

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

[0070] If the sensor becomes inactive, or if the transmission of detection results from the sensor is interrupted, smart unlocking will not be possible. This reduces the risk of vehicle theft via relay attacks. This sensor could, for example, detect when the door handle is grasped. In this case, the vehicle will not unlock even if the user grasps the door handle.

[0071] (15) The add-on means may be a system that disables the smart operation by cutting off the power supply to the matching ECU which controls the transmission of the request signal and the reception of the response signal.

[0072] The aftermarket mechanism should shut off the power supply to the verification ECU when a predetermined smart operation prohibition condition is met. By shutting off the power supply to the verification ECU, smart operation-based unlocking and smart operation-based engine starting will become impossible. When the smart operation prohibition condition is no longer met, the power supply to the verification ECU should be restored. The vehicle battery and the verification ECU should be connected via a dedicated adapter, and the power supply to the verification ECU should be shut off and restored by controlling the dedicated adapter.

[0073] (16) The add-on means may include a remote device carried together with the smart key, the remote device having a function of emitting interference 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 emission of jamming signals prevents the smart key from detecting the request signal relayed by the thief's relay device, or the thief's relay device relays the response signal from the smart key along with the jamming signals, preventing the vehicle from detecting the response signal. As a result, the thief is unable to unlock the vehicle using a relay attack.

[0075] When a vehicle user enters the vehicle, they can unlock it by performing a remote unlock operation. The remote device should be equipped with a switch or button to disable the jamming radio wave emission function. By operating the switch or button to disable the jamming radio wave emission function, the vehicle user can unlock the vehicle using a smart operation. This aftermarket solution includes a device carried by the vehicle user and corresponds to a third configuration that does not require an in-vehicle device.

[0076] If the frequency of the jamming signal emitted by the remote device is in the same frequency band as the request signal, the jamming signal should be emitted for a duration that prevents the smart key from decoding the data contained in the request signal. For example, the emission of the jamming signal should stop after the falling edge of the request signal in a typical smart entry system. Alternatively, the jamming signal may be emitted for a duration during the period from the rising edge to the falling edge of the request signal that prevents the decoding of some of the data contained in the request signal. The intensity of the jamming signal should be high enough that the smart key carried with the remote device cannot detect the request signal. It should also be low enough not to adversely affect the smart keys of third parties in the vicinity of the vehicle's 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 prevents the vehicle from decoding the data contained in the response signal from the smart key. For example, the emission of jamming radio waves should stop after the falling edge of the response signal in a typical smart entry system. Alternatively, the jamming radio waves may be emitted for a period of time during the period from the rising edge to the falling edge of the response signal that prevents the decoding of some of the data contained in the response signal. The intensity of the jamming radio waves should be high enough that the vehicle can no longer detect the response signal.

[0078] (17) The remote device may further have a function to obtain a physical quantity that depends on the distance from the vehicle to the remote device, compare the distance-dependent physical quantity with a predetermined level, and if it is determined that the distance from the vehicle to the remote device is less than or equal to the distance corresponding to the predetermined level, it may not emit the interfering radio waves.

[0079] Users can unlock their vehicles by using them within a distance below a predetermined level and then performing a smart unlock operation.

[0080] As a physical quantity that depends on the distance from the vehicle to the remote device, it is preferable to use the radio wave strength of a signal periodically transmitted from an on-board device mounted on the vehicle to the remote device. This signal should include a vehicle ID to identify the vehicle, and the remote device should be associated with the vehicle. The remote device should use the RSSI value of the radio wave signal containing the associated vehicle's vehicle ID as a physical quantity that depends on the distance from the vehicle to the remote device. As such a radio wave, it is preferable to use one that satisfies the standards for low-power radio communication. Alternatively, 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, one may combine all or part of the configuration of the invention described in (1) with at least part of the configuration of at least one of the inventions described in (2) and onward. In particular, it is preferable to combine the invention described in (1) with at least part of the configuration of at least one of the inventions described in (2) and onward. Alternatively, one may extract any configuration from the inventions described in (1) to (17) and combine the extracted configurations. The applicant of this application intends to acquire rights to inventions that include these configurations. Furthermore, even if there is a description such as "in the case of..." or "when...", it does not mean that the configuration is limited to that case or time. Configurations that do not fall under these cases or times are also disclosed, and the applicant intends to acquire rights to them. Also, even if there is a sequence of descriptions, it is not limited to that order. Configurations with some parts deleted or the order rearranged are also disclosed, and the applicant intends to acquire rights to them. [Effects of the Invention]

[0082] This will reduce the risk of theft via relay attacks in vehicles already equipped with smart entry systems, etc.

[0083] The effects of the present invention are not limited thereto, and the effects produced by the components of the structure disclosed in this specification and the drawings are also disclosed. The applicant intends to obtain rights to the components that produce such effects through divisional applications, amendments, etc. For example, the phrases "can do..." in this specification are descriptions that specify the effects produced, and there are components that produce effects even without such descriptions. Furthermore, there are effects that can be grasped by the component even without such descriptions. [Brief explanation of the drawing]

[0084] [Figure 1] Figures 1A and 1B are schematic diagrams of a vehicle system to which the system according to the first embodiment is applied. [Figure 2]Figure 2A is a block diagram of the vehicle system and the system according to the first embodiment that is retrofitted to the vehicle system, and Figure 2B is a state transition diagram for explaining the operation of the vehicle system and the retrofitted system. [Figure 3] Figure 3 is a block diagram of the vehicle system and a system according to a second embodiment that is retrofitted to the vehicle system. [Figure 4] Figure 4A is a block diagram of the vehicle system and a system according to a third embodiment that is retrofitted to the vehicle system, and Figure 4B is a state transition diagram for explaining the operation of the vehicle system and the retrofitted system. [Figure 5] Figure 5 is a state transition diagram illustrating the operation of the vehicle system and the system according to the fourth embodiment, which is retrofitted. [Figure 6] Figure 6A is a block diagram of the vehicle system and the system according to the fifth embodiment that is retrofitted to the vehicle system, and Figure 6B is a state transition diagram for explaining the operation of the vehicle system and the retrofitted system. [Figure 7] Figure 7A is a block diagram of the vehicle system and the system according to the sixth embodiment that is retrofitted to the vehicle system; Figure 7B is a block diagram of the remote device constituting the system according to the sixth embodiment; and Figure 7C is a schematic diagram of the remote device constituting the system according to the first modification of the sixth embodiment. [Figure 8] Figure 8A is a block diagram of the vehicle system and the system according to the seventh embodiment that is retrofitted to the vehicle system, and Figure 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. [Figure 9] Figure 9A is a block diagram of the vehicle system and the system according to the eighth embodiment that is retrofitted to the vehicle system; Figure 9B is a block diagram of the remote device that constitutes the system according to the eighth embodiment; and Figure 9C is a diagram showing the signal transmission and reception sequence when a relay attack is being carried out. [Figure 10]Figure 10A is a block diagram of the vehicle system and the system according to the ninth embodiment that is retrofitted to the vehicle system, and Figure 10B is a diagram showing the operation of the processing unit of the system according to the ninth embodiment. [Figure 11] Figure 11 is a block diagram of the vehicle system and a system according to the 10th embodiment that is retrofitted to the vehicle system. [Figure 12] Figure 12 is a block diagram of the vehicle system and the 11th embodiment of the system retrofitted to the vehicle system. [Figure 13] Figure 13 is a block diagram of the vehicle system and a system according to the 12th embodiment that is retrofitted to the vehicle system. [Figure 14] Figure 14 is a block diagram of the vehicle system and a system according to the 13th embodiment that is retrofitted to the vehicle system. [Figure 15] Figure 15A shows the signal transmission and reception sequence when a relay attack is being carried out while using the system according to the 14th embodiment; Figure 15B is a signal timing chart between the vehicle and the smart key in a typical smart entry system; and Figure 15C is a signal timing chart between the vehicle, the smart key and the remote device when using the system according to the 14th embodiment. [Figure 16] Figure 16 shows the signal transmission and reception sequence when a relay attack is being carried out while using the system according to the 15th embodiment. [Modes for carrying out the invention]

[0085] [First Embodiment] The system according to the first embodiment will be described with reference to Figures 1A to 2B. Figures 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 of the vehicle 100, such as the driver.

[0086] Regarding smart entry systems, various names are used depending on the automobile manufacturer. For example, they are called Smart Entry & Start System, Intelligent Key System, Honda Smart Key / Smart Card Key System, Keyless Start System, Keyless Access & Push Start, Keyless Operation System, Keyless Free System, Advanced Keyless Entry & Start System, Passive Entry & Start System, Smart Entry & Start System, Advanced Key System, Keyless Go & Hands-Free Access, Comfort Access, Personal Car Communication & Keyless Drive, Intelligent Access & Push Button Start, etc. Generally, a system that provides the following functions is called a smart entry system.

[0087] The in-vehicle device 101 and the smart key 102 are interconnected. When a user of vehicle 100 approaches the vehicle with the smart key 102, they can unlock the doors by grasping the door handle of vehicle 100 without touching the smart key 102. Conversely, when a user of vehicle 100 exits the vehicle with the smart key 102, they can lock the doors by touching a specific locking point on the door handle of vehicle 100 without touching the smart key 102. Furthermore, when a user of vehicle 100 enters the vehicle with the smart key 102, they 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." These locking and unlocking operations are referred to as "smart lock operations" and "smart unlock operations," respectively.

[0088] The system according to the first embodiment includes a remote device 22 carried by the user together with a smart key 102, and an in-vehicle device 21 mounted in 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. If the radio wave strength from the remote device 22 exceeds a predetermined threshold (when the in-vehicle device 21 is within range of the remote device 22 (Figure 1A)), the in-vehicle device 21 allows the smart operation of the vehicle system. If the radio wave strength from the remote device 22 is below a predetermined threshold (when the in-vehicle device 21 is outside range of the remote device 22 (Figure 1B)), the in-vehicle device 21 prohibits the smart operation of the vehicle system. In this specification, the situation in which the in-vehicle device 21 is within or outside range of the remote device 22 may be described as the remote device 22 being within or outside 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 excessively close to the vehicle 100 in order 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 that it does not cause inconvenience to the user when performing the normal smart unlock operation, and smart operation is prohibited if the user is far enough away from the vehicle 100 that they will not notice that the vehicle 100 has been stolen.

[0090] Figure 2A is a block diagram of the vehicle system 110 and the system 20 according to the first embodiment, which 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 matching ECU 103 connected to CAN 107, a receiver 104, a transmitter 105, and an OBD connector 106.

[0091] The matching ECU 103 monitors whether the smart key 102 is present near the vehicle. If it determines that the smart key 102 is present near the vehicle 100, it sets the state of the vehicle 100 to a smart operation enabled state. If it determines that the smart key 102 is not present near the vehicle 100, it sets the state of the vehicle 100 to a smart operation disabled state. When the state of the vehicle 100 is a smart operation enabled state, if a smart lock operation, smart unlock operation, or engine start operation is performed, commands to lock, unlock, or start the engine are sent via CAN 107 to the respective ECUs that perform these operations. When the state of the vehicle 100 is a smart operation disabled state, even if a smart lock operation, smart unlock operation, or engine start operation is performed, commands to lock, unlock, or start the engine are not sent.

[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., 124kHz, 134kHz, etc.), and the range is approximately 1m. When the smart key 102 receives the request signal, it wirelessly transmits a response signal to the vehicle 100. The frequency of the response signal is, for example, in the UHF band (e.g., 312MHz~315MHz). The verification ECU 103 electronically verifies the ID code on the vehicle 100 side and the ID code on the smart key 102 side, and if they match, enables smart operations such as locking, unlocking, and starting the engine of the vehicle 100.

[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 CAN. The remote device 22 periodically transmits a confirmation signal wirelessly. The on-board device 21 determines whether the remote device 22 is in or out of range relative to the vehicle 100, based on the radio wave strength of the confirmation signal. Based on the determination result, it transmits a smart operation prohibition command signal or a smart operation permission command signal to the verification ECU 103.

[0094] Figure 2B is a state transition diagram illustrating the operation of the vehicle system 110 (Figure 2A) and the retrofitted system 20 (Figure 2A). When the ignition switch of the vehicle system 110 is turned off, the matching ECU 103 sets the state of the vehicle 100 to a smart operation enabled state. This state is stored in the matching ECU 103. When the remote device 22 moves from within range to outside range relative to the vehicle 100, the on-board device 21 transmits a smart operation disabled signal to the matching ECU 103. Upon receiving the smart operation disabled signal, the matching ECU 103 sets the vehicle 100 to a smart operation disabled state.

[0095] When the remote device 22 moves from outside the coverage area to within the coverage area, the in-vehicle device 21 transmits a smart operation permission signal to the matching ECU 103. Upon receiving the smart operation permission signal, the matching 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 has moved far outside the range of the vehicle 100, the request signal and response signal will be relayed and unlocking by smart operation will be permitted.

[0097] When using the system 20 according to the first embodiment, when the remote device 22 is out of range relative to the vehicle 100, the vehicle 100 is set to a smart operation disabled state. Therefore, even if a relay attack is carried out to relay communication between the vehicle 100 and the smart key 102, the vehicle 100 cannot be unlocked by smart operation. Furthermore, even if a thief enters the vehicle, they cannot start the engine by smart operation because smart operation is disabled. This reduces the risk of the vehicle 100 being stolen by a relay attack.

[0098] When a user carrying the remote device 22 approaches the vehicle 100, the matching ECU 103 sets the vehicle 100 to a state where smart operation is permitted, allowing the user to unlock the vehicle and start the engine using normal smart operation.

[0099] Next, we will explain the superior effects compared to conventional auto keyless systems (manufactured by Yupiteru). Auto keyless systems are retrofitted to vehicles that do not have a smart entry system and use an older type of remote key for locking and unlocking. An auto keyless system consists of an in-vehicle device and a remote device carried by the user. When the user carrying the remote device approaches the vehicle, the in-vehicle device detects the approach of the remote device and unlocks the vehicle. When the remote device moves away from the vehicle, the in-vehicle device locks the vehicle. Therefore, the user can lock and unlock the vehicle without operating the original remote key.

[0100] In such automatic keyless systems, locking and unlocking sometimes occurred repeatedly near a threshold that determined whether the remote control device was approaching the vehicle. When using the system according to the first embodiment, vehicle locking and unlocking are performed by smart lock operation and smart unlock operation. For example, the vehicle is locked and unlocked by the user touching a designated locking point on the door handle and gripping the door handle. Therefore, unnecessary locking and unlocking are not repeated.

[0101] [Modified version of the first embodiment] Next, a modified version of the first embodiment will be described. In the first embodiment, the remote device 22 periodically transmitted a confirmation signal, but if the remote device 22 is clearly located outside the range relative to the vehicle 100, it is preferable to stop periodically transmitting the confirmation signal. This can reduce battery consumption. To realize this function, it is preferable to give the remote device 22 a GPS function. For example, the remote device 22 may store the current location at the time the vehicle 100 is locked, and if the distance from the location where the vehicle was locked to the current location of the remote device 22 is longer than a predetermined determination threshold, it is preferable to stop periodically transmitting the confirmation signal. The "predetermined determination threshold" may be the distance from the vehicle 100 to the user when the user is far enough away from the vehicle 100 that there is no possibility of the user performing a normal smart lock operation or smart unlock operation.

[0102] The in-vehicle device 21 should have a function to adjust the radio wave strength threshold for determining whether the remote device 22 is within or outside the range of operation. 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 and to enable these functions to be turned on and off using a mechanical switch such as a DIP switch.

[0104] As the remote device 22, a general-purpose smartphone or tablet device with short-range wireless communication capabilities such as WiFi or Bluetooth can be used. By installing a dedicated application on these devices, these general-purpose devices can be operated as the remote device 22 of the system 20 according to the first embodiment. The in-vehicle device 21 should determine whether the strength of the Bluetooth or WiFi radio waves from the device is below a certain level. For example, if communication via Bluetooth or WiFi is not possible, the device may determine that the strength of the radio waves is below a certain level. In this case, the device should store the location information of where the vehicle was locked, and when the vehicle returns to near where it was locked, for example, when the distance from the current location of the device to the locked location falls below a predetermined distance, it should start detecting whether communication is possible or not. This can suppress battery consumption due to unnecessary communication (battery saving).

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

[0106] It is preferable that the remote device 22 periodically wirelessly transmits a signal containing an ID to the in-vehicle device 21. The in-vehicle device 21 should be configured to detect the approach or departure of the remote device 22 based on the radio wave strength of this signal containing the ID.

[0107] [Second Example] Next, with reference to Figure 3, the system according to the second embodiment will be described. The following description will omit details of components common to the system 20 (Figure 2A) according to the first embodiment.

[0108] Figure 3 is a block diagram of the vehicle system 110 and the system 20 according to the second embodiment, which is retrofitted to the vehicle system 110. The on-board device 21 and the remote device 22 of the system 20 according to the second embodiment are each equipped with a GPS receiver. In the first embodiment, the on-board device 21 determined whether or not to disable smart operation based on the radio wave strength of the confirmation signal transmitted from the remote device 22. In the second embodiment, the remote device 22 transmits a confirmation signal that includes information indicating the current location of the remote device 22. The on-board device 21 determines whether or not to disable smart operation based on the current location of the on-board device 21 and the current location of the remote device 22. For example, if the distance from the on-board device 21 to the remote device 22 is longer than the determination threshold, the on-board device 21 performs a process to disable smart operation.

[0109] Next, we will explain the superior effects of the system according to the second embodiment. In the second embodiment, as in the first embodiment, the risk of vehicle theft by relay attack can be reduced. 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 will not be permitted unless the current location information of the remote device 22 is rewritten. Therefore, the risk of vehicle theft by relay attack can be further reduced.

[0110] [Modified version of the second embodiment] As the remote device 22 of the system 20 according to the second embodiment, a general smartphone, tablet device, etc. with a dedicated app installed may be used. 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 should be configured to disable smart operation. This reduces the risk of vehicle theft by relay attack. At this time, it is preferable that the user of the vehicle 100 be able to unlock the vehicle 100 by operating the unlock button on the smart key 102.

[0111] [Third Embodiment] Next, the system 20 according to the third embodiment will be described with reference to Figures 4A and 4B. The following description will omit details of components common to the system 20 according to the first embodiment (Figure 2A).

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

[0113] The system 20 according to the third embodiment consists of an in-vehicle device 21. In the third embodiment, equipment equivalent to the remote device 22 of the system 20 according to the first embodiment is not required.

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

[0115] When a user gets out of the vehicle and performs the remote lock operation, a signal indicating that this operation has been performed is sent to CAN107. When the in-vehicle device 21 detects the signal indicating that the remote lock operation has been performed via CAN107 and the OBD connector 106, it sends a smart operation disable signal to the verification ECU 103. When the verification ECU 103 receives the smart operation disable signal, it sets the state of the vehicle 100 to the smart operation disable state.

[0116] When the vehicle 100 is in a smart operation disabled 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 CAN 107 and OBD connector 106, it sends 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 excellent 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 disabled state, thereby reducing the risk of vehicle theft by 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 parking vehicle 100 in a parking lot where relay attacks are likely to occur, such as a shopping center parking lot where an unspecified number of third parties may approach vehicle 100, users should perform the remote lock operation to disable smart operation. This will reduce the risk of vehicle theft via relay attack. After the user performs the remote unlock operation and enters vehicle 100, the engine can be started using smart operation.

[0119] When parking vehicle 100 in a parking area where the possibility of a relay attack is low, such as a home parking lot, the user should perform the smart lock operation. This will allow them to perform the smart unlock operation and enter vehicle 100.

[0120] [Modified example of the third embodiment] In the third embodiment, the vehicle 100 was set to a smart operation disabled state by performing a remote lock operation when exiting the vehicle. Instead of a function to detect the remote lock operation, a function to detect that the user has performed a prescribed operation when exiting the vehicle may be provided. When the in-vehicle device 21 detects that the prescribed operation has been performed, it is preferable to disable smart operation.

[0121] The prescribed 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, operation lever, operation switch, etc. that has been retrofitted to the vehicle, or an operation that is not performed when normally getting out of the vehicle. For example, the operation may be a combination of two or more operations on the vehicle. The operation may be a combination of two or more operations, for example, an operation of pressing the brake pedal while the door is open. Basic information for detecting whether or not the brake pedal has been pressed while the door is open may be obtained by the on-board device 21 from the vehicle 100 via CAN107 and OBD connector 106.

[0122] Conversely to the process of disabling smart actions when the user performs a specified operation, one could also choose to disabling smart actions when the user does not perform a specified operation and allowing smart actions when the user performs a specified operation.

[0123] [Fourth embodiment] Next, the system according to the fourth embodiment will be described with reference to Figure 5. The following description will omit details of components common to the system 20 (Figure 2A) according to the first embodiment.

[0124] Figure 5 is a state transition diagram illustrating the operation of the vehicle system 110 and the retrofitted system 20 according to the fourth embodiment. The system 20 according to the fourth embodiment, like the system 20 according to the third embodiment shown in Figure 4A, has an in-vehicle device 21 and does not require a remote device that the user has to carry.

[0125] When the ignition switch is turned off, the in-vehicle device 21 detects that the ignition switch has been turned off via CAN 107 and OBD connector 106. Upon detecting that the ignition switch has been turned off, the in-vehicle device 21 sends a smart operation disable signal to the matching ECU 103. As a result, the matching ECU 103 sets the vehicle 100 to a smart operation disable state.

[0126] Subsequently, when the vehicle 100 is locked, the on-board device 21 acquires information that the vehicle 100 is locked via CAN 107 and OBD connector 106. The on-board device 21 measures the elapsed time since the vehicle 100 was locked. Once a specified time has elapsed since the lock, the on-board device 21 sends a smart operation permission signal to the verification ECU 103. As a result, the verification ECU 103 sets the vehicle 100 to a smart operation permission state.

[0127] When the vehicle 100 is in a smart operation disabled state and a remote unlock operation is performed, the verification ECU 103 unlocks the vehicle 100. When the in-vehicle device 21 detects that a remote unlock operation has been performed, it sends a smart operation permission signal to the verification ECU 103. As a result, the verification ECU 103 sets the vehicle 100 to a smart operation permission state.

[0128] Next, the excellent effects of the system 20 according to the fourth embodiment will be described. In the fourth embodiment, the state of the vehicle 100 is set to a smart operation disabled 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 vehicle theft is low.

[0129] Vehicle thieves using relay attacks tend to follow the user after they get out of the vehicle and launch the attack once the user has left the vehicle. Therefore, the risk of vehicle theft via relay attack decreases after a considerable amount of time has passed since the user got out of the vehicle. Accordingly, allowing smart operation after a specified time has elapsed since vehicle 100 was locked is sufficient to reduce the risk of vehicle theft via relay attack. The "specified time" should be, for example, enough time for a thief to give up on launching the relay attack.

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

[0131] Figure 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 unit 23 and a camera 24. The camera 24 captures images of the area around the vehicle 100 and generates image data. The processing unit 23 has a function to analyze the image data generated by the camera 24 using a facial recognition application and determine whether or not a pre-registered user is present in the image.

[0132] Figure 6B is a state transition diagram illustrating the operation of the vehicle system 110 and the retrofitted system 20. When the ignition switch is turned off, the processing unit 23 detects that the ignition switch has been turned off and sends a smart operation disable signal to the verification ECU 103. As a result, the verification ECU 103 sets the vehicle 100 to the smart operation disable state.

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

[0134] Next, we will explain the excellent effects of the system 20 according to the fifth embodiment. Normally, when a relay attack is carried out, the user is not in the vicinity of the vehicle 100. Therefore, even if a relay attack is carried out, the vehicle 100 is kept in a smart operation disabled state. Thus, the risk of vehicle theft due to a relay attack can be reduced.

[0135] When a pre-registered user attempts to unlock vehicle 100, the system determines that the user is present within the image captured by camera 24. Therefore, the user can unlock vehicle 100 by performing the smart unlock operation. Since users typically stand near the driver's side door to perform the smart unlock operation, camera 24 should be positioned to capture images of at least the area outside the driver's side door.

[0136] When a smart unlock operation is performed, the processing unit 23 controls the camera 24 to take an image and execute the facial recognition application. This reduces battery consumption compared to performing image capture and facial recognition applications periodically.

[0137] [Modified version of the fifth embodiment] In the fifth embodiment, facial recognition was used to determine whether or not a user was present, but other biometric authentication methods may also be used. For example, fingerprint authentication may be used. If fingerprint authentication is used, a fingerprint sensor may be installed on a doorknob or the like.

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

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

[0140] Figure 7A is a block diagram of the vehicle system 110 and the system 20 according to the sixth embodiment, which is retrofitted to the vehicle system 110. In the first embodiment, the retrofitted system 20 consisted of an in-vehicle device 21 and a remote device 22 carried by the user. However, the system 20 according to the sixth embodiment consists of a remote device 22 carried by the user and does not require an in-vehicle device mounted on the vehicle 100.

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

[0142] The processing unit 33 has the function of receiving a request signal transmitted from the vehicle 100 (Figure 7A) and a response signal transmitted from the smart key 102 (Figure 7A) via the receiver 32. The user can put the remote device 22 into a registered state by operating the unregister button 35. When the remote device 22 is in a registered state, the processing unit 33 has the function of registering the ID of the corresponding vehicle 100 and the ID of the smart key 102 by receiving the request signal transmitted from the corresponding vehicle 100 and the response signal transmitted from the corresponding smart key 102. The user can also delete the registered ID by operating the unregister button 35. When the processing unit 33 receives a request signal from the corresponding vehicle 100 or a response signal from the corresponding smart key 102, it issues an alarm from the alarm issuing device 34. For example, a speaker may be used as the alarm issuing device 34.

[0143] Next, we will explain the excellent effects of the system 20 according to the sixth embodiment. Even if the vehicle 100 sends 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 sends a response signal, the response signal will not reach the vehicle 100. Therefore, even if a relay attack is launched, the vehicle 100 will not be unlocked.

[0144] When a user carries the remote device 22 and 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 over which the request signal can reach is about 1 meter. Therefore, when the user is outside the range where the request signal can reach (out of range), the remote device 22 will not issue an alarm. If an alarm is issued even though the user is out of range, it is highly likely that a relay attack has been launched. The issued alarm allows the user to realize that there is a high possibility that a relay attack has been launched on their vehicle 100. This alarm function also works effectively if the smart key 102 is not stored in the smart key storage compartment 30.

[0145] [Modified version of the 6th embodiment] Referring to Figure 7C, the first modification of the sixth embodiment will be described. In the sixth embodiment, the smart key storage section 30 is almost completely electromagnetically shielded, but in the first modification, as shown in Figure 7C, there is a section that is not electromagnetically shielded. As a result, the sensitivity of the radio waves incident on the smart key 102 stored in the smart key storage section 30 and the radio waves emitted from the smart key 102 is given directionality.

[0146] The user should carry the remote device 22 in a position that is directional towards them. Generally, thieves tend to approach users from behind. If the user carries the remote device 22 fixed in a position that is directional towards them, even if a relay attack relayer is used to radiate a request signal towards the user from behind, the request signal will not reach the smart key 102. Alternatively, even if the smart key 102 radiates a response signal, the response signal will not reach the relayer held by the thief approaching from behind the user. If a thief cannot receive a signal from the smart key 102 even when approaching the user from behind, they are highly likely to give up on stealing the vehicle using a relay attack. Therefore, the risk of vehicle theft using a relay attack is reduced.

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

[0148] In the second modification of the sixth embodiment, instead of the remote device 22 almost completely shielding the radio waves, it attenuates the radio waves to limit their range to an extremely short distance. When a thief attempts a relay attack, the thief must approach the user to receive and relay the radio waves from the smart key 102 that the user is carrying. When the remote device 22 attenuates the radio waves, the thief is forced to approach the user at an unnatural distance in order to receive the radio waves. If the thief cannot receive the radio waves even when approaching a distance at which they would normally be able to receive the radio waves from the smart key 102, they are highly likely to give up on stealing the vehicle by relay attack. Therefore, the risk of vehicle theft by relay attack is reduced.

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

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

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

[0152] Figure 8B is a state transition diagram illustrating 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 on-board device 21 detects that the ignition switch has been turned off and sends a smart operation permission signal to the matching ECU 103. This causes the matching ECU 103 to set the vehicle 100 to a smart operation permission state.

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

[0154] Next, we will explain the excellent effects of the system 20 according to the seventh embodiment. Thieves often perform the unlocking operation on the vehicle 100 in a manner different from the normal smart unlock operation. For example, normally, one only needs to grasp the door handle once to unlock the vehicle 100, but thieves tend to repeat the operation of grasping the door handle multiple times in a short period of time. By disabling smart operation when the manner of the unlocking operation is abnormal, the risk of theft of the vehicle 100 by relay attack can be reduced.

[0155] An abnormal smart unlock operation for unlocking vehicle 100 should be defined as an operation different from the normal operation performed by the user when opening the door. For example, if the smart unlock operation is performed multiple times after the initial operation without the door opening, it should be determined that the unlock operation is abnormal. The smart unlock operation depends on the specifications of the smart entry system installed in vehicle 100. For example, grasping the door handle is often considered the smart unlock operation.

[0156] [Eighth Example] Next, the system according to the eighth embodiment will be described with reference to Figures 9A to 9C. The following description will omit details of components common to system 20 (Figure 7A) according to the sixth embodiment.

[0157] Figure 9A is a block diagram of the vehicle system 110 and the system 20 according to the eighth embodiment, which is retrofitted to the vehicle system 110. The remote device 22 according to the sixth embodiment had a smart key storage section 30 (Figure 7B) for storing the smart key, but the remote device 22 according to the eighth embodiment is carried by the user together with the smart key 102. It is not necessarily required to house the smart key 102 in a container.

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

[0159] Figure 9C shows the 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. When smart key 102 transmits a response signal, the response signal is transmitted to vehicle 100 via relayers 51 and 50. The response signal transmitted from smart key 102 is also received by remote device 22. When the processing unit 33 of remote device 22 receives the response signal from smart key 102, it issues an alarm from alarm issuing device 34. For example, a speaker may be used as the alarm issuing device 34.

[0160] Next, we will describe the excellent effects of the system 20 according to the sixth embodiment. The user of the vehicle 100 can become aware of the high probability that a relay attack is being carried out through 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 it to the police.

[0161] [Ninth Example] Next, the system according to the ninth embodiment will be described with reference to Figures 10A and 10B. The following description will omit details of components common to system 20 according to the fifth embodiment (Figures 6A and 6B).

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

[0163] Figure 10B shows the operation of the processing unit 23 of the system 20 according to the ninth embodiment. When the ignition switch is turned off and the lock operation or smart unlock operation of the vehicle 100 is detected, the processing unit 23 controls the camera 24 to start imaging. After a predetermined time has elapsed since the start of imaging, imaging is stopped. The captured image data is stored in the storage device 25 and uploaded to an external server from the transmission circuit 26.

[0164] Next, we will explain the excellent effects of the system 20 according to the ninth embodiment. Vehicle thieves using relay attacks tend to follow the driver after they get out of vehicle 100 and commit the crime when vehicle 100 is out of sight, and they do not follow the driver for a long time. For this reason, there is a high probability that theft by relay attack will occur within a certain period after vehicle 100 is locked. Also, when vehicle 100 is stolen by relay attack, a smart unlock operation is detected. If images are acquired by the camera 24 from the time vehicle 100 is locked or from the time a smart unlock operation is detected, there is a high probability that the thief will be captured in the images. For this reason, image data stored in the storage device 25 or image data uploaded to the server can be important evidence for identifying the thief.

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

[0166] Next, a modified version of the ninth embodiment will be described. In the ninth embodiment, image data is stored in the storage device 25 and uploaded to the server from the transmission circuit 26, but either one of these processes may be performed.

[0167] [Tenth embodiment] Next, the system 20 according to the 10th embodiment will be described with reference to Figure 11. Hereinafter, the description of components common to the system 20 according to the 1st embodiment (Figure 2A) will be omitted. The 10th embodiment describes a method for setting the vehicle 100 to a smart operation disabled state. The 10th embodiment can be applied to various embodiments in which the retrofitted system 20 includes an in-vehicle device 21.

[0168] Figure 11 is a block diagram of the vehicle system 110 and a system 20 according to a 10th embodiment that is retrofitted to the vehicle system 110. The system 20 includes an on-board device 21. The vehicle 100's verification ECU 103 includes a memory 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] When the smart operation prohibition flag 120 is set, it corresponds to the smart operation prohibition state, and when the smart operation prohibition flag 120 is reset, it corresponds to the smart operation permission state.

[0170] As in the tenth embodiment, the state of the vehicle 100 can be set to either a smart operation disabled state or a smart operation enabled state by setting or resetting the smart operation disabled flag 120. The matching ECU 103 should not send a request signal from the vehicle 100 to the smart key 102 when the vehicle 100 is in the smart operation disabled state. Since no request signal is sent, no response signal is returned from the smart key 102, and therefore, unlocking by smart operation will not occur.

[0171] [Embodiment 11] Next, the system 20 according to the 11th embodiment will be described with reference to Figure 12. Hereinafter, the description of components common to the system 20 according to the first embodiment (Figure 2A) will be omitted. The 11th embodiment describes a method for setting the vehicle 100 to a smart operation disabled state. The 11th embodiment can be applied to various embodiments in which the retrofitted system 20 includes an in-vehicle device 21.

[0172] Figure 12 is a block diagram of the vehicle system 110 and a system 20 according to the 11th embodiment, which is retrofitted to the vehicle system 110. System 20 consists of a processing unit 23 and a relay 27. The relay 27 is inserted into the power supply line from the transmitter 105 to the transmitting antenna 108. The processing unit 23 controls the on / off state of the relay 27.

[0173] When the processing unit 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 not performed. The state in which the relay 27 is off corresponds to the smart operation disabled state, and the state in which the relay 27 is on corresponds to the smart operation enabled state.

[0174] [Twelfth Example] Next, the system 20 according to the 12th embodiment will be described with reference to Figure 13. Hereinafter, the description of components common to the system 20 according to the first embodiment (Figure 2A) will be omitted. The 12th embodiment describes a method for setting the vehicle 100 to a smart operation disabled state. The 12th embodiment can be applied to various embodiments in which the retrofitted system 20 includes an in-vehicle device 21.

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

[0176] System 20 consists of a processing unit 23 and a relay 28. The relay 28 is inserted into the communication line between the sensor 109 and the CAN 107. The processing unit 23 controls the on / off state of the relay 28. When the relay 28 is turned off, the signal indicating 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 will not be unlocked. The state in which the relay 28 is off corresponds to the smart operation prohibited state, and the state in which the relay 28 is on corresponds to the smart operation permitted state.

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

[0178] Figure 14 is a block diagram of the vehicle system 110 and a system 20 according to the 13th embodiment, which is retrofitted to the vehicle system 110. The system 20 is composed of an adapter 29. Power is supplied from the battery 113 of the vehicle 100 to the matching ECU 103 via the adapter 29. The adapter 29 turns the power supply from the battery 113 to the matching ECU 103 on and off. When the adapter 29 turns off the power supply to the matching ECU 103, the matching ECU 103 stops working, and therefore smart operation locking and unlocking cannot be performed. The state in which the power supply of the adapter 29 is cut off corresponds to the smart operation disabled state, and the state in which power is supplied to the matching ECU 103 via the adapter 29 corresponds to the smart operation enabled state.

[0179] It is advisable to equip the adapter 29 with an alarm device such as a speaker. For example, if the adapter 29 detects that a smart unlock operation has been performed while smart operation is disabled, it is advisable to output an alarm sound from the alarm device. This provides a deterrent effect against theft of the vehicle 100 by relay attacks.

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

[0181] Figure 15A shows the 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. The radio waves in the frequency band of the relayed request signal (e.g., LF band such as 124kHz or 134kHz) are detected by the remote device 22 carried by the user.

[0182] When the remote device 22 detects a radio wave in the frequency band of the request signal, it emits jamming radio waves in the same frequency band. These jamming radio waves propagate to the smart key 102, preventing the smart key 102 from detecting the request signal. In this way, the remote device 22 functions as a jammer.

[0183] Figure 15B is a timing chart of signals between a vehicle 100 and a smart key 102 in a typical smart entry system. The vehicle 100 periodically transmits a wake signal. The wake signal is a signal to start the operation of the smart key 102. When the smart key 102 receives the wake signal, it sends an ACK signal back to the vehicle 100. When the vehicle 100 receives the ACK signal, it sends a request signal to the smart key 102 containing information such as the vehicle ID. When the smart key 102 receives the request signal, it sends a response signal to the vehicle. The wake signal can also be considered a request signal that requests the smart key 102 to start operation. For this reason, in this specification, the wake signal and the request signal shown in Figure 15B are collectively referred to as the request signal. In some smart entry systems, the vehicle 100 may send the request signal without the smart key 102 sending an ACK signal back in response to the wake signal.

[0184] Figure 15C is a timing chart of signals between the vehicle 100, the smart key 102, and the remote device 22 when using the system according to the 14th embodiment. When the remote device 22 detects radio waves in the frequency band of the wake signal (request signal), it emits interfering radio waves in the same frequency band. As a result, the smart key 102 cannot detect the wake signal. Furthermore, during the period when interfering radio waves are being emitted, it is also impossible to detect the request signal after the wake signal.

[0185] Next, the excellent effects of the system according to the 14th embodiment will be described. In the 14th embodiment, the smart key 102 is unable to detect the request signal from the vehicle 100 because jamming radio waves are emitted from the remote device 22. As a result, the smart key 102 does not return a response signal. Since no response signal is returned to the vehicle 100, thieves are unable to unlock the vehicle by relay attack. This reduces the risk of vehicle theft by relay attack. The user of the vehicle 100 can still unlock the vehicle by performing the remote unlock operation even when jamming radio waves are being emitted.

[0186] [Modified version of the 14th embodiment] Next, a modified example of the 14th embodiment will be described. It is advisable to provide a switch on the remote device 22 to disable the jamming radio wave emission function. By operating the switch to disable the jamming radio wave emission function, the vehicle user can perform the smart unlock operation and unlock the vehicle.

[0187] The remote device 22 should have a function to disable its jamming radio wave emission function depending on the level of a physical quantity that depends on the distance from the vehicle 100 to the remote device 22. For example, if it is determined that the distance from the vehicle 100 to the remote device 22 is less than or equal to the distance corresponding to the predetermined level by comparing this distance-dependent physical quantity with a predetermined level, it should refrain from emitting jamming radio waves. If the remote device 22 has this function, the user can approach their vehicle and perform a smart unlock operation to unlock the vehicle. The "predetermined level" should be a level that ensures a distance that does not cause inconvenience to the user when performing a normal smart unlock operation, and that corresponds to a distance within which the user can notice that the vehicle 100 has been stolen.

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

[0189] The remote device 22 should emit jamming radio waves for a period of time that prevents the smart key 102 from decoding the data contained in the request signal. For example, the cessation of jamming radio wave emission should be after the falling edge of the request signal in a typical smart entry system. Alternatively, jamming radio waves may be emitted for a period of time during the period from the rising edge to the falling edge of the request signal that prevents decoding of some of the data contained in the request signal. The intensity of the jamming radio waves should be set so that the smart key 102, carried together with the remote device 22, is unable to detect the request signal (lower limit) and so that it does not adversely affect smart keys of third parties in the vicinity of the user of the vehicle 100 (upper limit).

[0190] [Example 15] Next, with reference to Figure 16, the system according to the 15th embodiment will be described. Hereinafter, the description of components common to the system 20 according to the 14th embodiment (Figure 15A) will be omitted. In the 14th embodiment, the remote device 22 emitted interfering radio waves in the frequency band of the request signal, but in the 16th embodiment, the remote device 22 emits interfering radio waves in the frequency band of the response signal (for example, the UHF band such as 312MHz to 315MHz).

[0191] Figure 16 shows the 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. The radio waves in the frequency band of the relayed request signal (e.g., 124kHz, 134kHz band) are detected by the remote device 22 carried by the user and smart key 102.

[0192] The smart key 102 transmits a response signal to the vehicle 100. The remote device 22, which detects radio waves in the frequency band of the request signal, emits jamming radio waves in the frequency band of the response signal. As a result, the relay device 51 carried by the thief is unable to relay the response signal. Consequently, it becomes impossible to unlock the vehicle by relay attack. This reduces the risk of vehicle theft by relay attack. The user of vehicle 100 can unlock the vehicle by performing the remote unlock operation even when jamming radio waves are being emitted.

[0193] [Modified example of the 15th embodiment] In the 15th embodiment, as with the modification of the 14th embodiment, it is preferable to have a function that disables the emission of interfering radio waves depending on the distance from the vehicle 100 to the remote device 22.

[0194] The remote device 22 should emit jamming radio waves for a period of time such that the vehicle 100 is unable to decode the data contained in the response signal from the smart key 102. For example, the cessation of jamming radio wave emission should be after the falling edge of the response signal in a typical smart entry system. Alternatively, jamming radio waves may be emitted for a period of time during the period from the rising edge to the falling edge of the response signal such that decoding of some of the data contained in the response signal becomes impossible. The intensity of the jamming radio waves should 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 differs depending on the vehicle manufacturer. The system according to the 15th embodiment should be designed to cover all frequency bands of radio waves used by various manufacturers. Alternatively, a system according to the 15th embodiment may be constructed for each manufacturer.

[0196] The scope of the present invention is not limited to the configurations explicitly described in the specification, but also includes combinations of various aspects of the present invention disclosed herein. While the configurations for which patent protection is sought are specified in the appended claims, the present inventors intend to include configurations not currently specified in the claims within the scope of the claims in the future.

[0197] The present invention is not limited to the configuration described in the embodiments above. The components of each embodiment and modification described above can be arbitrarily selected and combined. Furthermore, any component of each embodiment and modification can be arbitrarily combined with any component described in the means for solving the invention, or any component that embodies any component described in the means for solving the invention. The present application intends to obtain rights to these as well through amendments or divisional applications. In addition, even if there is a description such as "in the case of..." or "when...", it is not meant to be a configuration that is limited to that case or time. Configurations that do not fall under these cases or times are also disclosed, and the present application intends to obtain rights to them. Furthermore, even if there is a sequence of descriptions, it is not limited to that order. Configurations in which some parts are deleted or the order is changed are also disclosed, and the present application intends to obtain rights to them.

[0198] Furthermore, the applicant intends to obtain rights to the overall design or a partial design by filing an application for amendment to the design application. The drawing depicts the entire device with solid lines, but it is a drawing that includes not only the overall design but also partial designs claimed for parts of the device. For example, it is a drawing that includes not only a partial design for a part of the device, but also a partial design for a part of the device regardless of whether it is a part or not. A part of the device may be a part of the device's components, or a part of a component. The applicant intends to obtain rights not only to the overall design, but also to a partial design in which any part of the solid lines in the drawing is represented by dashed lines. [Explanation of Symbols]

[0199] 20 Systems 21. In-vehicle equipment of the system 22 System remote devices 23 Processing Unit 24 cameras 25 Storage device 26 Transmitter Circuit 27, 28 Relay 29 Adapters 30 Smart key storage compartment 31 Electromagnetic Shielding 32 Receivers 33 Processing Unit 34 Alarm Activation Device 35 Unsubscribe button 50, 51 Repeater 100 vehicles 101 In-vehicle equipment 102 Smart Key 102L Lock Button 102U Unlock Button 103 Matching ECU 104 Receiver 105 Transmitter 106 OBD connector 107 CAN 108 Transmitting Antenna 109 Sensors 110 Vehicle Systems 113 Battery 120 Smart operation disabled flag

Claims

1. A system that can be retrofitted to a vehicle capable of smart locking and unlocking operations based on a response signal from the smart key to a request signal transmitted from the vehicle to the smart key, The system comprises an in-vehicle device connected to the vehicle and a remote device carried by the user of the vehicle, The remote device periodically transmits a signal including an ID wirelessly to the in-vehicle device, stores location information of the place where the vehicle is locked, and when the distance from the current location of the remote device to the locked place becomes less than or equal to a predetermined distance, it starts detecting whether or not communication with the in-vehicle device is possible. The in-vehicle device detects the approach or departure of the remote device based on the radio wave strength 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 the following features.

2. In the system described in claim 1, The vehicle transmits a vehicle-specific ID code to the smart key in the request signal, The smart key converts the vehicle-specific ID code in the received request signal based on the smart key's own ID code, includes the converted code in the response signal, and transmits it to the vehicle. A system characterized by the following features.

3. In the system according to either claim 1 or 2, The vehicle includes a matching ECU, which is a vehicle control unit that controls the smart operation of the vehicle. The matching ECU stores a smart operation prohibition flag, sets the smart operation prohibition flag upon receiving a smart operation prohibition signal, and resets the smart operation prohibition flag upon receiving a smart operation permission signal. The state in which the smart operation prohibition flag is set corresponds to the smart operation prohibition state, and the state in which the smart operation prohibition flag is reset corresponds to the smart operation permission state. The matching ECU does not transmit the request signal to the smart key from the vehicle when the vehicle is in a smart operation disabled state. A system characterized by the following features.

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