SIST-TS CEN/TS 15213-3:2006

Road transport and traffic telematics - After-theft systems for the recovery of stolen vehicles - Part 3: Interface and system requirements for short range communication

This Technical Specification 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 WG12 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 CEN/TS 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.....

Straßentransport - und Verkehrstelematik - Systeme zum Wiederfinden gestohlener Fahrzeuge - Teil 3: Schnittstelle und Systemanforderungen für die Kommunikation über kurze Entfernungen

Diese Technische Spezifikation 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
Fahrzeugidentifikation (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 CEN/TS 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.

Télématique des transports - Systemes intervenant apres un vol pour la récupération des véhicules volés - Partie 3 : Exigences d'interface et de systeme pour les communications a courte portée

Cestna transportna in prometna telematika - Sistemi za odkrivanje ukradenih vozil - 3. del: Vmesnik in zahteve za sistem za komunikacijo kratkega dosega

General Information

• Status: Withdrawn
• Publication Date: 30-Nov-2006
• Withdrawal Date: 06-Aug-2013
• ICS: 13.310 - Protection against crime
• ICS: 35.200 - Interface and interconnection equipment
• ICS: 43.040.15 - Car informatics. On board computer systems
• Technical Committee: ITC - Information technology
• Current Stage: 9900 - Withdrawal (Adopted Project)
• Start Date: 06-Aug-2013
• Due Date: 29-Aug-2013
• Completion Date: 07-Aug-2013
• Ref Project: CEN/TS 15213-3:2006 - Road transport and traffic telematics - After-theft systems for the recovery of stolen vehicles - Part 3: Interface and system requirements for short range communication

Relations

• Replaced By: SIST EN 15213-3:2013 - 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
• Effective Date: 01-Sep-2013

Standards Content (Sample)

SLOVENSKI STANDARD
SIST-TS CEN/TS 15213-3:2006
01-december-2006
Cestna transportna in prometna telematika - Sistemi za odkrivanje ukradenih
vozil - 3. del: Vmesnik in zahteve za sistem za komunikacijo kratkega dosega
Road transport and traffic telematics - After-theft systems for the recovery of stolen
vehicles - Part 3: Interface and system requirements for short range communication
Straßentransport - und Verkehrstelematik - Systeme zum Wiederfinden gestohlener
Fahrzeuge - Teil 3: Schnittstelle und Systemanforderungen für die Kommunikation über
kurze Entfernungen
Télématique des transports - Systemes intervenant apres un vol pour la récupération des
véhicules volés - Partie 3 : Exigences d'interface et de systeme pour les communications
a courte portée
Ta slovenski standard je istoveten z: CEN/TS 15213-3:2006
ICS:
13.310 Varstvo pred kriminalom Protection against crime
35.200 Vmesniška in povezovalna Interface and interconnection
oprema equipment
43.040.15 $YWRPRELOVNDLQIRUPDWLND Car informatics. On board
9JUDMHQLUDþXQDOQLãNLVLVWHPL computer systems
SIST-TS CEN/TS 15213-3:2006 en
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

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SIST-TS CEN/TS 15213-3:2006

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SIST-TS CEN/TS 15213-3:2006
TECHNICAL SPECIFICATION
CEN/TS 15213-3
SPÉCIFICATION TECHNIQUE
TECHNISCHE SPEZIFIKATION
November 2006
ICS 35.240.60

English Version
Road transport and traffic telematics - After-theft systems for the
recovery of stolen vehicles - Part 3: Interface and system
requirements for short range communication
Télématique des transports - Systèmes intervenant après
un vol pour la récupération des véhicules volés - Partie 3 :
Exigences d'interface et de système pour les
communications à courte portée
This Technical Specification (CEN/TS) was approved by CEN on 5 September 2006 for provisional application.
The period of validity of this CEN/TS is limited initially to three years. After two years the members of CEN will be requested to submit their
comments, particularly on the question whether the CEN/TS can be converted into a European Standard.
CEN members are required to announce the existence of this CEN/TS in the same way as for an EN and to make the CEN/TS available
promptly at national level in an appropriate form. It is permissible to keep conflicting national standards in force (in parallel to the CEN/TS)
until the final decision about the possible conversion of the CEN/TS into an EN is reached.
CEN members are the national standards bodies of Austria, Belgium, Cyprus, Czech Republic, Denmark, Estonia, Finland, France,
Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania,
Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: rue de Stassart, 36  B-1050 Brussels
© 2006 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TS 15213-3:2006: E
worldwide for CEN national Members.

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Contents Page
Foreword.3
Introduction .4
1 Scope .5
2 Normative references .6
3 Terms and definitions .6
4 Symbols and abbreviations .8
5 Requirements for Short Range Operations .10
5.1 Detailed Architecture Diagrams and Sequence Diagrams .10
5.2 Identification Function .15
5.3 Remote Activation Function.16
5.4 Remote Deactivation Function.16
5.5 Remote Degradation Function (optional).17
5.6 Theft Indication Function.18
5.7 Interaction Sequences .18
6 Operating Characteristics.19
6.1 Characteristics common to both OBE and DE .19
6.2 Characteristics of On Board Equipment "OBE" in a vehicle .22
6.3 Characteristics of the Detection Equipment "DE" .23
6.4 Communication distance between OBE and DE .24
6.5 Vehicle speed limits .24
6.6 Minimum Number of Activations without Vehicle Battery .24
6.7 Discrimination among Vehicles .24
7 Data Elements .25
7.1 Introduction.25
7.2 Data Elements Common to both OBE and DE.26
Annex A (informative) Regulatory issues .28
Annex B (informative) State chart diagrams of the ATSVR processes.29
Bibliography .36

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Foreword
This document (CEN/TS 15213-3:2006) has been prepared by Technical Committee CEN/TC 278 “Road
Transport and Traffic Telematics”, the secretariat of which is held by NEN.
According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following
countries are bound to announce this Technical Specification: Austria, Belgium, Cyprus, Czech Republic,
Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden,
Switzerland and United Kingdom.
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Introduction
This Technical Specification 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 is comprised of representatives and experts from police, insurance associations (CEA), car
manufacturers, transport associations, vehicle rental associations and ATSVR system and product providers
working in cooperation with Europol and the European Police Cooperation Working Group (EPCWG).
This Technical Specification was developed to define an architecture within the CEN/TC 278 guidelines
through which a level of interoperability can be achieved between Systems Operating Centres (SOC) and Law
Enforcement Agencies (LEA), both nationally and internationally.
This Technical Specification will provide minimum standards of information and assurance to users regarding
the functionality of systems, so as to enable the recovery of vehicles, detect offenders and reduce crime.
This Technical Specification should be read in conjunction with CEN/TS 15213-1, Road transport and traffic
telematics – After-theft systems for the recovery of stolen vehicles - Reference architecture and terminology
which provides the preliminary framework for ATSVR concepts.
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1 Scope
This Technical Specification 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 WG12 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 CEN/TS 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 Technical Specification. 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
Technical Specification.
Wherever possible the same specifications, data structures, contents, and definitions have been used
throughout this Technical Specification. This Technical Specification 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.
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2 Normative references
The following referenced documents are indispensable for the application of this document. 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
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 ISO 14906, Road transport and traffic telematics - Electronic fee collection - Application interface definition
for dedicated short-range communication (ISO 14906:2004)
EN ISO 14814; Road transport and traffic telematics - Automatic vehicle and equipment identification -
Reference architecture and terminology (ISO 14814:2006)
CEN/TS 15213-1:2005, Road transport and traffic telematics - After-theft systems for the recovery of stolen
vehicles - Part 1: Reference architecture and terminology
CEN/TS 15213-2:2006, Road transport and traffic telematics – After-theft systems for the recovery of stolen
vehicles – Part 2: Common status message elements
3 Terms and definitions
For the purposes of this Technical Specification, the terms and definitions given in CEN/TS 15213-1:2005 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
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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)
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. All
construct identifiers shall 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 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
when Detection Equipment electronically "consults" passing vehicles for an identity and compares them
against a database of stolen vehicles.
3.15
SR Detection by Signalling
when 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 initialization
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4 Symbols and abbreviations
4.1
A1
EU project
4.2
ASN.1
Abstract Syntax Notation one
4.3
ATSVR
After Theft System for Vehicle Recovery
4.4
AttrID
attribute identifier
4.5
Auth
authenticator
4.6
AVI / AEI
Automatic Vehicle Identification/Automatic Equipment Identification
4.7
CBC
Cipher Block Chaining
4.8
[CEN_AI]
EN ISO 14906: EFC application interface
4.9
[CEN_L1]
EN 12253 DSRC layer1 Physical layer using 5,8 GHz
4.10
[CEN_L2]
EN 12795 DSRC layer2 Data link layer
4.11
[CEN_L7]
EN 12834 DSRC layer7 Application layer
4.12
[CEN_Pr]
EN 13372 DSRC Profiles
4.13
DE
Detection Equipment
4.14
DES
Data Encryption Standard (see also TDES)
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4.15
DSRC
Dedicated Short Range Communication
4.16
EDI
Electronic Data Interchange
NOTE Within this context, an EDI message is normally compatible with the form specified in ISO 9897 (CEDEX)
4.17
EDT
Electronic Data Transfer
4.18
EFC
Electronic Fee Collection
4.19
EID
Element ID
4.20
GSS
Global specifications for short range communication
4.21
LEA
Law Enforcement Agency (see CEN/TS 15213-1)
4.22
LR
Long Range
4.23
MAC
Message Authentication Code
4.24
OBE
On Board Equipment
4.25
RndOBE
Random number form OBE to RSE
4.26
RndRSE
Random number from RSE to OBE
4.27
RSE
Road Side Equipment
4.28
RTTT
Road Transport and Traffic Telematics
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4.29
SOC
System Operating Centre
4.30
TDES
Triple DES
4.31
VST
Vehicle Service Table
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.
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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
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.
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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 — Adapted sequence diagram for short range detection by consulting 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 ATSVR Network DE OBE
SOC SOC
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 •  • •

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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.

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 authorized organizations 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 must be reset. Some special equipment using
the same DE-OBE-interface may be used. Excellent cryptography must be used to perform this action.
Figure 2 — Detection by SIGNALLING Architecture Diagram
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The various parts of the system work as follows:
a) theft must 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.
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:
 "stolen" information;
 make, type and colour;
 licence plate number;
 country of registration;
 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 Technical Specification
and are given only for clarification.
k) After recovery of the vehicle, the OBE must 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).
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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 — Detection by SIGNALLING Sequence Diagram shows the sequence of events for detection by
signalling.
Table 2 — Detection by SIGNALLING Sequence Diagram
Main events LEA ATSVR Network DE OBE
SOC SOC
Theft Registration •
Acknowledgement of the vehicle status
• •
Remote OBE Activation “Theft Status” = on • • •
Detection of the vehicle signalling " Theft Status = on "  • •
Report of detection •  •
NOTE   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 — Sequence for Short Range Identification shows the main event for this case.
Table 3 — Sequence for Short Range Identification
Main events LEA ATSVR Network DE OBE
SOC SOC
Reading of Identification data stored in OBE
  • •

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SIST-TS CEN/TS 15213-3:2006
CEN/TS 15213-3:2006 (E)
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 signalling will only be effective if the theft-status in the OBE is set (OBE Theft Status = ON).
Reading the theft-status is essential when the DE has no database of Registered Sto
...