China
Africa
Explore chapters and articles related to this topic
Applying RFID Techniques for the Next-Generation Automotive Services
Published in Mohammad Ilyas, Sami S. Alwakeel, Mohammed M. Alwakeel, el-Hadi M. Aggoune, Sensor Networks for Sustainable Development, 2017
Peter Harliman, Joon Goo Lee, Kyong Jin Jo, Seon Wook Kim
In modern cars, keys have been replaced by remote keyless systems in many functions. More than 70% of currently manufactured cars come with a remote keyless entry (RKE) system, which allows doors to be locked and unlocked without using a key [18]. Meanwhile, some luxurious cars, such as Toyota Prius, Cadillac STS, and Audi A8, are also equipped with a remote keyless ignition (RKI) system, which allows car engines to be turned on without using a key. Instead of using a key, the RKE system uses an electronic key fob. In order to open a door, a user just needs to press a button on the fob within 10–20 m of the car. That typical range is possible since the fob communicates with the transmitter inside the car by using an RF signal. In an RKI system, in case of an ignition, a user just needs to press one button inside the car. However, due to security, most current RKI systems require the presence of the fob inside the car. This technique will prevent an engine from being started by unauthorized users. The car uses RF communication to check whether the fob is in the car or not. The RF transceiver inside the car will broadcast a signal, and if the fob is present, it will reply to the transceiver. It can actually be seen that RKE and RKI systems can be considered as RFID applications, since they use RF communication to check an ID.
Power Electronics Applications in Vehicle and Passenger Safety
Published in Ali Emadi, Handbook of Automotive Power Electronics and Motor Drives, 2017
D.M.G. Preethichandra, Saman Kumara Halgamuge
Figure 29.10 shows the schematic diagram of a sophisticated antitheft system. The keyless entry switch sends an encrypted code to the keycode detector, and if and only if it matches with the vehicle’s code, the control unit sends the relevant commands to the door locking system and ignition system (if remote ignition is available). Any shock or tilt beyond a permissible limit, unauthorized door opening, or a sudden change in the interior pressure will send a signal to the control unit and the alarm and the blinking headlights will be activated. Shock sensor consists of a vertical central electrode in a cylindrical container and another electrode placed on the base around the electrode 1, as shown in Figure 29.11. The electrodes are in contact through a metal ball and in case of a shock, the metal ball will move outwards, resulting in a broken connection between electrodes 1 and 2.
Governing autonomous vehicles: emerging responses for safety, liability, privacy, cybersecurity, and industry risks
Published in Transport Reviews, 2019
Araz Taeihagh, Hazel Si Min Lim
Cybersecurity threats to conventional vehicles with automated features already exist. In their survey of 5000 respondents across 109 countries, Kyriakidis, Happee, and de Winter (2015) found that people were most concerned about software hacking and misuse of vehicles with all levels of automation. Hackers could take control of the vehicle through wireless networks (such as Bluetooth, keyless entry systems, cellular or other connections) as the car connects with the environment (Lee, 2017). With its ability to store and transmit transaction and lifestyle data, AVs are attractive targets for hackers as such information can be sold for a financial gain, or these systems can be used to inflict physical harm by extremists or used for illegal purposes by drug traffickers (König & Neumayr, 2017; Lee, 2017). For instance, Miller and Valasek demonstrated that malicious attacks on AVs are a near-term possibility in 2013, as they hacked a Chrysler-Jeep through its internet connection and took control of its engines and brakes (Schellekens, 2016).