Intelligent transport systems - After-theft systems for the recovery of stolen vehicles - Part 3: Interface and system requirements in terms of short range communication system

This European Standard focuses on Short Range (SR) Interface/Systems Requirements. SR systems use an interface that allows Detection Equipment to operate some ATSVR functions in the direct line of sight of vehicles.
SR systems enable LEAs in a particular country, to permit LEA personnel to perform actions on vehicles that are within their immediate vicinity. Such actions can include identification of vehicle data or influencing the vehicle from a remote site.
Standards for Automatic Vehicle Identification (AVI) and Automatic Equipment Identification (AEI) are being developed by CEN/TC 278/WG 12 in parallel with ISO/TC 204/WG 4. This ATSVR specification does not prejudice those standards and does not seek to establish parameters for future AVI/AEI standards. DSRC and AVI Standards are seen as basic technology blocks for types of short range ATSVR.
This part of EN 15213 describes the structure, bit arrangements, number representation and coding of message elements that are typically transmitted as data. There is no requirement to make the messages as short or as effective as possible. Emphasis is placed on making them as clear and unambiguous as possible.
For Short Range Communications, where there is very little time available for the transfer of data between passing vehicles and detection equipment, only a subset of the message elements described in this document can be transmitted. Therefore, in these cases, the data lengths are reduced to an absolute minimum.
Data elements such as times, dates, or geographical coordinates need not be transmitted because the ATSVR consists of various equipment elements that communicate and interact through various interfaces in accordance with standard procedures and protocols facilitating the recovery of stolen vehicles. These processes may involve a human operator.
ATSVR elements include the OBE installed in the vehicles, a range of Detecting Equipment and one or more System Operating Centres. One or more supporting Infrastructure Networks provides communications to support the ATSVR. The ATSVR location function may also include one or more supporting Position Reference Sources.
Some Short Range devices may be triggered by or may use long range communications and vice versa.
Some Interfaces are not within the scope of this EN. These comprise interfaces to or from sensors, actuators and human operators; from position reference sources, e.g. GPS, LEAs internal interfaces, etc.
Detection Equipment "knows" the time; in case of stationary equipment, it "knows" its coordinates, etc. The Detection Equipment may concatenate these data elements to the data coming from the vehicle, when sending a complete data set to ATSVR System Operating Centres or to LEA as described in other parts of this EN.
Wherever possible the same specifications, data structures, contents, and definitions have been used throughout this EN. This EN does not seek to define the requirements or actions of the various human elements of the ATSVR, but it does aim to identify the interactions and interfaces that exist amongst the equipment and human elements operating within the system.

Intelligente Transportsysteme - Systeme für das Wiederfinden gestohlener Fahrzeuge - Teil 3: Schnittstellen- und Systemanforderungen für Nahbereichskommunikationssysteme

Diese europäische Norm konzentriert sich auf Schnittstellen /Systemanforderungen für die Nahbereichskommunikation. Nahbereichs  bzw. SR Systeme (en: Short Range systems) nutzen eine Schnittstelle, die ermöglicht, dass Erkennungseinrichtungen einige ATSVR Funktionen bei direkter Sicht auf Fahrzeuge ausführen können.
SR Systeme ermöglichen es, dass das Personal von Strafverfolgungsbehörden in einem bestimmten Land Aktionen in Bezug auf Fahrzeuge ausführen kann, die sich in der unmittelbaren Nähe befinden. Derartige Aktionen können die Identifikation von Fahrzeugdaten oder die Einflussnahme auf das Fahrzeug aus der Ferne umfassen.
Parallel zu ISO/TC 204/WG 4 werden vom CEN/TC 278/WG 12 Normen zur automatischen Fahrzeug-identifikation (AVI) und automatischen Geräte Erkennung (AEI) erarbeitet. Diese ATSVR Spezifikation lässt diese Normen unberührt und legt keine Parameter für zukünftige AVI /AEI Normen fest. DSRC  und AVI Normen werden als Basistechnologieblöcke für Arten von Nahbereichs ATSVR betrachtet.
Dieser Teil von EN 15213 beschreibt die Struktur, Bitanordnungen, Zahlendarstellung und Codierung von Mitteilungselementen, die üblicherweise als Daten übertragen werden. Es besteht nicht die Anforderung, die Mitteilungen möglichst kurz oder effektiv zu halten. Es wird jedoch Wert darauf gelegt, sie so deutlich und eindeutig wie möglich zu gestalten.
In der Nahbereichskommunikation, wo nur sehr wenig Zeit zum Transfer von Daten zwischen vorbeifahrenden Fahrzeugen und Erkennungseinrichtungen zur Verfügung steht, kann nur eine Teilgruppe der in diesem Dokument beschriebenen Mitteilungselemente übertragen werden. Daher sind die Datenlängen in diesen Fällen auf ein absolutes Mindestmaß beschränkt.
Datenelemente wie Zeit, Daten oder geographische Koordinaten brauchen nicht übertragen zu werden, da das ATSVR aus verschiedenen Elementen besteht, die über verschiedene Schnittstellen nach Standard¬prozeduren und  protokollen kommunizieren und interagieren, um das Wiederfinden gestohlener Fahrzeuge zu ermöglichen. Diese Prozesse können einen Menschen als Bediener umfassen.
ATSVR Elemente umfassen die fahrzeugseitig installierte Einrichtung (OBE), eine Reihe von Erkennungsein-richtungen sowie ein oder mehrere Systembetriebszentren. Ein oder mehrere unterstützende Infrastruktur¬netze stellen Kommunikationsmöglichkeiten zur Unterstützung des ATSVR bereit. Die Ortungsfunktion des ATSVR kann außerdem eine oder mehrere unterstützende Positionsreferenzquellen umfassen.
Einige Nahbereichsgeräte können durch Weitbereichskommunikation ausgelöst werden bzw. diese nutzen oder umgekehrt.
Einige Schnittstellen liegen nicht innerhalb des Anwendungsbereichs dieser Technischen Spezifikation. Dazu gehören Schnittstellen mit Sensoren, Stellgliedern und menschlichen Bedienern, mit Positionsreferenzquellen, z. B. GPS, interne Schnittstellen der Strafverfolgungsbehörden usw.
Erkennungseinrichtungen ist die Zeit „bekannt“; ortsfesten Geräten sind ihre Koordinaten „bekannt“ usw. Beim Senden eines vollständigen Datensatzes an ATSVR Systembetriebszentren oder Strafverfolgungsbehörden können die Erkennungseinrichtungen diese Datenelemente mit den vom Fahrzeug empfangen Daten verketten, wie in anderen Teilen dieser Technischen Spezifikation beschrieben.
Wo möglich, wurden innerhalb dieser Norm die gleichen Spezifikationen, Datenstrukturen, Inhalte und Definitionen verwendet. Mit dieser Technischen Spezifikation sollen nicht die Anforderungen oder Aktionen der verschiedenen menschlichen Elemente des ATSVR definiert werden, sondern die Interaktionen und Schnittstellen aufgezeigt werden, die zwischen den Geräten und menschlichen Elementen innerhalb des Systems vorhanden sind.

Systèmes de transport intelligents - Systèmes intervenant après un vol pour la récupération des véhicules - Partie 3: Spécifications d'interface et de système pour les communications à courte portée

Inteligentni transportni sistemi - Sistemi za odkrivanje ukradenih vozil - 3. del: Vmesnik in zahteve za potrebe sistema za komunikacijo kratkega dosega

Ta evropski standard se osredotoča na vmesnik/zahteve za potrebe sistema kratkega dosega (SR). Sistemi SR uporabljajo vmesnik, ki omogoča, da oprema za detekcijo uporablja nekatere funkcije ATSVR v neposredni liniji pogleda vozil. Sistemi SR omogočijo organom pregona v posamezni državi, da izvedejo dejanja na vozilih, ki so v njihovi neposredni bližini. Taka dejanja lahko vključujejo identifikacijo podatkov vozila ali upravljanje vozila z oddaljene lokacije. Standarde za samodejno identifikacijo vozila (AVI) in samodejno identifikacijo opreme (AEI) pripravlja odbor CEN/TC 278/WG 12 v skladu z ISO/TC 204/WG 4. Ta specifikacija ATSVR ne vpliva na zgoraj omenjene standarde in njen namen ni določitev parametrov za prihodnje standarde AVI/AEI. Standardi DSRC in AVI se obravnavajo kot tehnološka osnova za vrste ATSVR kratkega dosega. Ta del EN 15213 opisuje sestavo, razporeditev bitov, prikaz številk in kodiranje elementov poročila, ki se običajno prenašajo v obliki podatkov. Teh poročil ni potrebno oblikovati tako, da so kar najbolj kratka ali učinkovita. Biti morajo čim bolj jasna in nedvoumna. Pri sistemih za komunikacijo kratkega dosega, kjer je na voljo malo časa za prenos podatkov med mimovozečimi vozili in opremo za detekcijo, se lahko prenese le podmnožica elementov poročila, ki je opisana v tem dokumentu. Zato je v teh primerih dolžina podatkov zmanjšana na absolutni minimum. Prenašanje elementov poročila, kot so čas, datumi ali geografske koordinate, ni potrebno, ker ATSVR sestavljajo različni elementi opreme, ki si posredujejo podatke in medsebojno vplivajo prek različnih vmesnikov v skladu s standardnimi postopki in protokoli, ki olajšujejo odkrivanje ukradenih vozil. Ti postopki morda vključujejo človeškega izvajalca. Elementi ATSVR vključujejo OBE, ki je vgrajen v vozila, vrsto opreme za detekcijo in enega ali več centrov za upravljanje sistema. Eno ali več podpornih infrastrukturnih omrežij zagotavlja komunikacijo za podporo ATSVR. Funkcija položaja ATSVR lahko vključuje tudi enega ali več podpornih referenčnih virov o položaju. Nekatere naprave kratkega dosega lahko sproži komunikacija dolgega dosega ali uporabljajo komunikacijo dolgega dosega in obratno. Nekateri vmesniki niso zajeti v področje uporabe tega standarda. Ti vključujejo vmesnike za dostop do senzorjev, sprožilnikov in vmesnike za človeške izvajalce; iz referenčnih virov o položaju, npr. GPS, notranjih vmesnikov organov pregona itd., oprema za detekcijo »prebere« čas; v primeru stacionarne opreme »pozna« njene koordinate itd. Oprema za detekcijo lahko pri pošiljanju popolnega podatkovnega sklopa centrom za upravljanje sistema ali organom pregona te podatkovne elemente poveže s podatki, ki prihajajo iz vozila, kot je opisano v drugih delih tega standarda. Kjer je možno, so bile v tem standardu uporabljene enake specifikacije, podatkovne sestave, vsebine in definicije. Namen tega standarda ni določanje zahtev ali delovanja različnih človeških elementov ATSVR, ampak opredelitev medsebojnih vplivov in povezav med opremo in človeškimi elementi, ki upravljajo sistem.

General Information

Status
Published
Publication Date
11-Jun-2013
Current Stage
9093 - Decision to confirm - Review Enquiry
Due Date
02-Dec-2018
Completion Date
21-Mar-2019

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2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Inteligentni transportni sistemi - Sistemi za odkrivanje ukradenih vozil - 3. del: Vmesnik in zahteve za potrebe sistema za komunikacijo kratkega dosega1DKEHUHLFKVNRPPXQLNDWLRQVV\VWHPHSystèmes de transport intelligents - Systèmes intervenant après un vol pour la récupération des véhicules - Partie 3: Spécifications d'interface et de système pour les communications à courte portéeIntelligent transport systems - After-theft systems for the recovery of stolen vehicles - Part 3: Interface and system requirements in terms of short range communication system43.040.15Car informatics. On board computer systems35.200Vmesniška in povezovalna opremaInterface and interconnection equipment13.310Varstvo pred kriminalomProtection against crimeICS:Ta slovenski standard je istoveten z:EN 15213-3:2013SIST EN 15213-3:2013en,fr,de01-september-2013SIST EN 15213-3:2013SLOVENSKI

STANDARDSIST-TS CEN/TS 15213-3:20061DGRPHãþD
SIST EN 15213-3:2013
EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 15213-3
June 2013 ICS 35.240.60 Supersedes CEN/TS 15213-3:2006English Version

Intelligent transport systems - After-theft systems for the recovery of stolen vehicles - Part 3: Interface and system requirements in terms of short range communication system

Systèmes de transport intelligents - Systèmes intervenant après un vol pour la récupération des véhicules - Partie 3: Spécifications d'interface et de système pour les communications à courte portée

Intelligente Transportsysteme - Systeme für das Wiederfinden gestohlener Fahrzeuge - Teil 3: Schnittstellen- und Systemanforderungen für Nahbereichskommunikationssysteme This European Standard was approved by CEN on 26 April 2013.

CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN member.

This European Standard exists in three official versions (English, French, German). A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management Centre has the same status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United Kingdom.

EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre:
Avenue Marnix 17,

B-1000 Brussels © 2013 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN 15213-3:2013: ESIST EN 15213-3:2013

EN 15213-3:2013 (E) 2 Contents Page Foreword ..............................................................................................................................................................3 Introduction .........................................................................................................................................................4 1 Scope ......................................................................................................................................................5 2 Normative references ............................................................................................................................5 3 Terms and definitions ...........................................................................................................................6 4 Symbols and abbreviations ..................................................................................................................7 5 Requirements for Short Range Operations ........................................................................................9 5.1 Detailed Architecture Diagrams and Sequence Diagrams ................................................................9 5.2 Identification Function ....................................................................................................................... 13 5.3 Remote Activation Function .............................................................................................................. 13 5.4 Remote Deactivation Function .......................................................................................................... 14 5.5 Remote Degradation Function (optional) ......................................................................................... 15 5.6 Theft Indication Function ................................................................................................................... 16 5.7 Interaction Sequences ....................................................................................................................... 16 6 Operating Characteristics .................................................................................................................. 17 6.1 General ................................................................................................................................................. 17 6.2 Characteristics common to both OBE and DE ................................................................................ 17 6.3 Characteristics of On Board Equipment "OBE" in a vehicle ......................................................... 20 6.4 Characteristics of the Detection Equipment "DE" .......................................................................... 21 6.5 Communication distance between OBE and DE ............................................................................. 22 6.6 Vehicle speed limits ........................................................................................................................... 22 6.7 Minimum Number of Activations without Vehicle Battery ............................................................. 22 6.8 Discrimination among Vehicles ........................................................................................................ 22 7 Data Elements ..................................................................................................................................... 23 7.1 Introduction ......................................................................................................................................... 23 7.2 Data Elements Common to both OBE and DE ................................................................................. 24 Annex A (informative)

Regulatory issues ...................................................................................................... 26 Annex B (informative)

State chart diagrams of the ATSVR processes ...................................................... 27 Bibliography ..................................................................................................................................................... 35

SIST EN 15213-3:2013

EN 15213-3:2013 (E) 3 Foreword This document (EN 15213-3:2013) has been prepared by Technical Committee CEN/TC 278 “Road Transport and Traffic Telematics”, the secretariat of which is held by NEN. This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by December 2013, and conflicting national standards shall be withdrawn at the latest by December 2013. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights. This document supersedes CEN/TS 15213-3:2006. It is derived from a suite of CEN Technical Specifications CEN/TS 15213-1 to -6 inclusive dealing with the tracking and recovery of stolen vehicles. Parts 1 to 5 inclusive have been upgraded to EN status without change. CEN/TS 15213-6:2011 remains a valid Technical Specification as of the date of this publication and will be considered for EN status in due course. All these documents remain related and should be read in conjunction according to the type of technology, product or service being considered. EN 15213 consists of the following parts:  EN 15213-1, Intelligent transport systems — After-theft systems for the recovery of stolen vehicles — Part 1: Reference architecture and terminology;  EN 15213-2, Intelligent transport systems — After-theft systems for the recovery of stolen vehicles — Part 2: Common status message elements;  EN 15213-3, Intelligent transport systems — After-theft systems for the recovery of stolen vehicles — Part 3: Interface and system requirements in terms of short range communication system (the present document);  EN 15213-4, Intelligent transport systems — After-theft systems for the recovery of stolen vehicles — Part 4: Interface and system requirements in terms of long range communication system;  EN 15213-5, Intelligent transport systems — After-theft systems for the recovery of stolen vehicles — Part 5: Messaging interface;  CEN/TS 15213-6, Road transport and traffic telematics — After-theft services for the recovery of stolen vehicles — Part 6: Test procedures1). According to the CEN-CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom.

1) Part 6 awaits final evaluation and ratification as EN and until such time remains a valid part of this EN as CEN/TS 15213-6:2011. SIST EN 15213-3:2013

EN 15213-3:2013 (E) 4 Introduction This European Standard was developed by CEN/TC 278 "Road transport and traffic telematics", Working Group 14 (WG 14) on the subject of After Theft Systems for Vehicle Recovery (ATSVR). WG 14 comprised representatives and experts from police, insurance associations (CEA), car manufacturers, transport associations, vehicle rental associations and ATSVR system and product providers. The work was also in cooperation with Europol and the European Police Cooperation Working Group (EPCWG). This European Standard was developed to define an architecture within guidelines from CEN/TC 278 through which a level of interoperability can be achieved between Systems Operating Centres (SOC) and Law Enforcement Agencies (LEA), both nationally and internationally. This will provide minimum standards of information and assurance to users as to the functionality of systems, thereby enabling the recovery of vehicles, detection of offenders and a reduction in crime. This European Standard refers to the potential development of systems to enable law enforcement agencies to remotely slow and/or stop the engines of stolen vehicles. This situation remains and further information is available in 2012 CEN publication N2643 Feasibility Report on Remote Slow and Stop Technology, available from CEN/TC 278.

This document should be read in conjunction with EN 15213-1 which provides the preliminary framework for ATSVR concepts. SIST EN 15213-3:2013

EN 15213-3:2013 (E) 5 1 Scope This European Standard focuses on Short Range (SR) Interface/Systems Requirements. SR systems use an interface that allows Detection Equipment to operate some ATSVR functions in the direct line of sight of vehicles.

SR systems enable LEAs in a particular country, to permit LEA personnel to perform actions on vehicles that are within their immediate vicinity. Such actions can include identification of vehicle data or influencing the vehicle from a remote site. Standards for Automatic Vehicle Identification (AVI) and Automatic Equipment Identification (AEI) are being developed by CEN/TC 278/WG 12 in parallel with ISO/TC 204/WG 4. This ATSVR specification does not prejudice those standards and does not seek to establish parameters for future AVI/AEI standards. DSRC and AVI Standards are seen as basic technology blocks for types of short range ATSVR. This part of EN 15213 describes the structure, bit arrangements, number representation and coding of message elements that are typically transmitted as data. There is no requirement to make the messages as short or as effective as possible. Emphasis is placed on making them as clear and unambiguous as possible.

For Short Range Communications, where there is very little time available for the transfer of data between passing vehicles and detection equipment, only a subset of the message elements described in this document can be transmitted. Therefore, in these cases, the data lengths are reduced to an absolute minimum.

Data elements such as times, dates, or geographical coordinates need not be transmitted because the ATSVR consists of various equipment elements that communicate and interact through various interfaces in accordance with standard procedures and protocols facilitating the recovery of stolen vehicles. These processes may involve a human operator. ATSVR elements include the OBE installed in the vehicles, a range of Detecting Equipment and one or more System Operating Centres. One or more supporting Infrastructure Networks provides communications to support the ATSVR. The ATSVR location function may also include one or more supporting Position Reference Sources.

Some Short Range devices may be triggered by or may use long range communications and vice versa. Some Interfaces are not within the scope of this EN. These comprise interfaces to or from sensors, actuators and human operators; from position reference sources, e.g. GPS, LEAs internal interfaces, etc. Detection Equipment "knows" the time; in case of stationary equipment, it "knows" its coordinates, etc. The Detection Equipment may concatenate these data elements to the data coming from the vehicle, when sending a complete data set to ATSVR System Operating Centres or to LEA as described in other parts of this EN. Wherever possible the same specifications, data structures, contents, and definitions have been used throughout this EN. This EN does not seek to define the requirements or actions of the various human elements of the ATSVR, but it does aim to identify the interactions and interfaces that exist amongst the equipment and human elements operating within the system. 2 Normative references

The following documents, in whole or in part, are normatively referenced in this document and are indispensable for its application. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 12253, Road transport and traffic telematics  Dedicated short-range communication  Physical layer using microwave at 5,8 GHz SIST EN 15213-3:2013

EN 15213-3:2013 (E) 6 EN 12795, Road transport and traffic telematics  Dedicated Short Range Communication (DSRC)  DSRC Data link layer: medium access and logical link control EN 12834, Road transport and traffic telematics  Dedicated Short Range Communication (DSRC)  DSRC application layer EN 13372, Road Transport and Traffic Telematics (RTTT)  Dedicated short-range communication  Profiles for RTTT applications EN 15213-1:2013, Intelligent transport systems  After-theft systems for the recovery of stolen vehicles  Part 1: Reference architecture and terminology EN 15213-2:2013, Intelligent transport systems  After-theft systems for the recovery of stolen vehicles  Part 2: Common status message elements

EN ISO 14906, Electronic fee collection  Application interface definition for dedicated short-range communication (ISO 14906) 3 Terms and definitions For the purposes of this document, the terms and definitions given in EN 15213-1:2013 and the following apply. 3.1 AEI automatic equipment identification process of identifying equipment or entities that use surface transportation infrastructures by means of OBE’s combined with the unambiguous data structure defined in these standards 3.2 AIS automatic identification system system for achieving accurate and unambiguous identification of a data bearing OBE, tag, transponder or a natural/prescribed feature, the data or feature being interrogated by means of a system appropriate source 3.3 carrier signal electromagnetic signal that can be modulated to carry lower frequency encoded information across an air interface 3.4 constructed identifier identification which requires a construct of more than one primitive identifier, as defined in ASN.1 3.5 data element structure framework comprising a number of data elements in a prescribed form 3.6 identification function unequivocal identification of vehicles, including those that are not stolen, permitted by the vehicle’s country of origin or registration 3.7 OBE status status of on board equipment (1 byte) SIST EN 15213-3:2013

EN 15213-3:2013 (E) 7 3.8 operator commercial operator of an AVI/AEI/RTTT system that uses OBEs for the purposes defined in EN ISO 14814 3.9 primitive identifier identification as a stand alone identity that does not require any qualifiers such as an expiration date, etc.

Note 1 to entry: All construct identifiers will be built from more than one primitive identifier. 3.10 remote activation

electronic communication to the vehicle that is stolen, setting certain bits of information in the vehicle 3.11 remote degradation

potential to degrade from a remote site, the vehicle’s engine performance so as to significantly reduce the speed or cause the thief to park or abandon the vehicle 3.12 session time 4 bytes; coding defined in EN ISO 14906 3.13 short range after theft system for vehicle recovery

ATSVR SR system, within the line of sight or similar short range, that communicates and interacts in accordance with standard procedures and transmission protocols to facilitate the recovery of a Registered Stolen Vehicle 3.14 SR detection by consulting process by which Detection Equipment electronically "consults" passing vehicles for an identity and compares them against a database of stolen vehicles 3.15 SR detection by signalling process by which the stolen vehicle, after a wireless activation process, "signals" to Detection Equipment that it is stolen

3.16 telegram short message data 3.17 vehicle service table

VST information block from the OBE to the RSE during initialisation 4 Symbols and abbreviations A1

EU project ASN.1
Abstract Syntax Notation one ATSVR
After Theft System for Vehicle Recovery AttrID
attribute identifier SIST EN 15213-3:2013
EN 15213-3:2013 (E) 8 Auth

authenticator AVI / AEI Automatic Vehicle Identification/Automatic Equipment Identification CBC

Cipher Block Chaining [CEN_AI] EN ISO 14906: EFC application interface [CEN_L1] EN 12253

DSRC layer1
Physical layer using 5,8 GHz [CEN_L2] EN 12795
DSRC layer2
Data link layer [CEN_L7] EN 12834
DSRC layer7
Application layer [CEN_Pr] EN 13372
DSRC Profiles DE
Detection Equipment DES
Data Encryption Standard (see also TDES) DSRC
Dedicated Short Range Communication EDI

Electronic Data Interchange NOTE Within this context, an EDI message is normally compatible with the form specified in ISO 9897 (CEDEX). EDT

Electronic Data Transfer EFC
Electronic Fee Collection EID
Element ID GSS
Global specifications for short range communication LEA
Law Enforcement Agency (see EN 15213-1) LR
Long Range MAC
Message Authentication Code OBE
On Board Equipment RndOBE
Random number form OBE to RSE RndRSE
Random number from RSE to OBE RSE
Road Side Equipment RTTT
Road Transport and Traffic Telematics SOC
System Operating Centre TDES
Triple DES VST
Vehicle Service Table SIST EN 15213-3:2013

EN 15213-3:2013 (E) 9 5 Requirements for Short Range Operations 5.1 Detailed Architecture Diagrams and Sequence Diagrams

5.1.1 Detection by CONSULTING Architecture Diagram This diagram depicts one subset of the general ATSVR Architectural Diagram. It shows the Operating Centres, Communication Network including the DE, and the vehicle with its OBE together with data streams and interfaces.

Key 1)

Theft shall be reported to the LEA SOC either directly or via an ATSVR SOC. 2) "Reported to be stolen" information is kept by the ATSVR SOC. 3) When the Theft Registration has been reported, the DE is activated (updating the DE data file) either at LEA SOC before being deployed, or remotely via Long Range Infrastructure Network. 4) DE interrogates the OBEs of vehicles in the vicinity ("consulting"). 5) OBE sends back the VIN and theft status of the vehicle (or encrypted information from which VIN and status can be derived). 6) DE compares data from the OBE with its data file of stolen vehicles and determines whether the vehicle is reported as stolen.

7) If the DE has determined that the vehicle status information has to be updated, it sends the appropriate data to the OBE.

8) Acknowledgement that OBE has been updated is reported back and logged in the DE.

9) Data of the detected vehicle together with status information is sent to the LEA SOC.

10) This information is subsequently routed to the ATSVR SOC to update their files.

11) Beyond these technical requirements: LEA SOC or the ATSVR SOC may take appropriate action. Figure 1 — Detection by CONSULTING Architecture Diagram SIST EN 15213-3:2013

EN 15213-3:2013 (E) 10 5.1.2 Detection by CONSULTING Sequence Diagram Detection by Consulting is where an external item of DE interrogates the OBE and the OBE responds by transmitting data to the DE. The DE then compares the received data with a database of Registered Stolen Vehicles. A data match confirms that a Registered Stolen vehicle is present and further action can take place.

This function is especially needed for controls at the roadside, border, harbour, entrance to a parking area, etc. using stationary DEs. In order to support these activities a fast identification-function is provided. The transmission of the VIN and the theft-status is sufficient. All other relevant data about the vehicle can be obtained from the vehicles database. The theft-status in the OBE can be changed via the remote activation function.

Transmission of the theft-status from the OBE to the DE is important because it permits the use of simple DE without connections to a central database of stolen vehicles. It is a pre-requisite that the theft-status of the OBE is up-to-date. Table 1 shows the main events for the case of detection by consulting. Table 1 — Adapted sequence diagram for short range detection by consulting

Main events LEA SOC ATSVR SOC Network DE OBE Theft Registration •
Acknowledgement of the vehicle status • •
Remote DE Notification by updating its file
Polling of Identification elements by the DE from every surrounding OBE
• • Detection of a vehicle: 1. showing “Theft Status” = ON; OR,
2. if the vehicle is registered as stolen in the DE’s database
Report of detection; updating of the theft-status in the OBE •
• •
5.1.3 Detection by SIGNALLING Architecture Diagram

This diagram depicts another subset of the general ATSVR Architectural Diagram. It shows the System Operating Centre(s), the Communication Network(s), including the Detection Equipment, and the Vehicle together with data streams and interfaces. SIST EN 15213-3:2013

EN 15213-3:2013 (E) 11

Key 1) Theft shall be reported to the LEA SOC either directly or via an ATSVR SOC. 2) "Reported to be stolen" information is kept by the ATSVR SOC. 3) LEA and some specially authorised organisations have access to this file. 4) ATSVR SOC pre-activates the OBE through the Long Range Infrastructure Network. 5) Theft status information is set in the OBE. 6) When in the vicinity of a DE sending interrogation telegrams, the OBE interprets them as a wake up and; 7) OBE starts signalling, i.e. sends periodically the VIN and theft status of the vehicle. 8) Hand held DEs display data from the OBE and mark them as coming from a stolen vehicle.

9) Stationary DEs send the appropriate data to the LEA SOC and/or ATSVR SOC.

10) Beyond these technical requirements: The LEA SOC, the ATSVR SOC or an agent reading the DE information may take appropriate action.

11) In case of vehicle recovery, the OBE's stolen status information shall be reset. Some special equipment using the same DE-OBE-interface may be used. Excellent cryptography shall be used to perform this action. Figure 2 — Detection by SIGNALLING Architecture Diagram The various parts of the system work as follows: a) Theft shall be reported to the LEA SOC either directly or via an ATSVR SOC.

b) Information is put into a file of stolen vehicles, e.g. the stolen vehicle register for the country where the theft takes place and the European central file. The file contains information such as the VIN, make of vehicle, type, colour, license plate number, country of registration of the vehicle, date and time of theft. c) LEA and some specially authorised organisations have access to these files.

SIST EN 15213-3:2013

EN 15213-3:2013 (E) 12 d) The fact that the vehicle is reported stolen may be sent to the vehicle in different ways:

EXAMPLE 1 By a point-to-point connection via GSM using e.g. short messages. EXAMPLE 2 By Short Range Communication when the vehicle passes a DE. EXAMPLE 3 By broadcast messages via FM radio using the traffic message channel.

e) This information will "pre-activate" the OBE: The "theft status bit" is set, but transmissions to the outside world ("signalling") will not yet occur. See points f) and g). f) When the "pre-activated" vehicle passes a stationary or mobile detection unit which is sending some short range communication telegrams and if the OBE receives this information, then it interprets it as a wake up command for its signalling device.

g) The OBE energises transmissions for the following vehicle information:
1) "stolen" information; 2) make, type and colour;
3) licence plate number; 4) country of registration;
5) VIN.

h) Hand held readers and/or stationary detection equipment may receive these signals, issue an alarm and may display the signals in an appropriate form in the machine to human interface specifications.

i) Stationary equipment reports the detection of the stolen vehicle to the LEA SOC and/or to the ATSVR SOC. Hand held equipment may also have provisions for sending this information to the LEA and/or ATSVR SOC.

j) After reception, the agent using the DE or the ATSVR SOCs or the LEA may perform appropriate actions to recover the vehicle. These actions are not within the scope of this EN and are given only for clarification.

k) After recovery of the vehicle, the OBE shall be reset to the not-stolen state. If for this purpose the same equipment and interface between the DE and the OBE is used, then very good cryptographic features shall be employed to prevent misuse of this critical resetting.

5.1.4 Detection by SIGNALLING Sequence Diagram A prerequisite to Detection by Signalling is that the OBE has been activated by an external source. This activation may come from a mobile or stationary source, which may be local to the vehicle (short-range) or, in most cases, at a distance from the vehicle (transmission via long-range). Once activated, the OBE will transmit signals (hence "signalling") that can be received by ATSVR Detection Equipment located locally, or at a distance from the vehicle. The transmitted signal may contain other relevant information. Table 2

shows the sequence of events for detection by signalling. SIST EN 15213-3:2013

EN 15213-3:2013 (E) 13 Table 2 — Detection by SIGNALLING Sequence Diagram Main events LEA SOC ATSVR SOC Network DE OBE Theft Registration •

Acknowledgement of the vehicle status • •
Remote OBE Activation “Theft Status” = on
• •
• Detection of the vehicle signalling " Theft Status = on "
• • Report of detection •

In this table the activation of the OBE theft-status is done by long-range communications. The beginning of transmitting the signalling telegrams may be dependent upon prior reception of a short range request from a DE in the vicinity of the vehicle. The short-range activation is described in Annex B.

Discrimination is a very important aspect of detecting a stolen vehicle by signalling in situations where the vehicle is surrounded by several other cars. The officer should be able to determine rapidly which of the vehicles is signalling. This should be achieved through visual observation based on knowledge of the vehicle particulars such as make, model, colour and license-plate. When operating in the Signalling Mode, the OBE shall not interfere with the operation of Detection by Consulting equipment. 5.2 Identification Function

The identification function allows the unequivocal identification of a vehicle as being the Registered Stolen Vehicle. This may be by means of a secure process that allows the unique vehicle data to be read e.g. VIN, registration number, theft status, model, colour.

This function is typically required where an authorised person has to identify a possibly stolen vehicle by using a hand-held scanner.

Table 3 shows the main event for this case. Table 3 — Sequence for Short Range Identification Main events LEA SOC ATSVR SOC Network DE OBE Reading of Identification data stored in OBE

• •

5.3 Remote Activation Function This function is part of Detection by Signalling and Detection by Consulting. The Activation Function switches the OBE Theft Status = ON. Detection by

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