While highlighting the impact of the updates on the new Range Rover, Range Rover Sports, and Defender models, the corporation confirmed that they can also be deployed to previous vehicle generations – including those out of warranty. Here, more than 65,000 eligible vehicles from MY 2018 onwards have received security updates through their retailer, with the broader rollout carried out by JLR contacting clients directly and encouraging remaining owners to install these updates as soon as possible.

JLR’s investment includes updates to the Body Control Module (BCM) that prevents thieves driving away a vehicle without a key. While criminals had previously hacked the keyless entry system, enabling them to start the engine, JLR’s updates contain embedded technology to prevent this.

In addition to the updates, JLR advised customers to use every available measure to ensure their vehicles remain protected, including the ‘Remote’ smartphone apps for its Jaguar and Land Rover brands. The connected service apps offer security features such as vehicle lock reminders and a Guardian Mode that monitors the vehicle and provides an alert in the event of an unauthorized interaction.

Equipped with Affectiva Automotive AI, the first multi-modal in-cabin AI sensing solution, the bright pink Mobile Lab car will showcase multiple examples of how Automotive AI will make driving safer and more enjoyable in semi and fully autonomous vehicles.

Within the Mobile Lab, the in-cabin camera tracks the participants’ cognitive and emotional states. When the in-cabin camera detects moderate or extreme drowsiness, the Mobile Lab will simulate a vehicle adaptation by giving the driver an alert via a tablet display in the center console. It offers suggestions such as getting coffee from nearby coffee shops, navigating to a rest stop, playing the driver’s favorite music, or turning on air conditioning. To prevent distracted driving, the Mobile Lab simulation will trigger an alert recommending that the driver keep his or her eyes on the road, in the event that the driver is spending too much time looking elsewhere.

In addition to being able to identify dangerous driving behavior, the Mobile Lab demonstrates the important role that Affectiva Automotive AI will play in giving OEMs and Tier 1 suppliers a deep understanding of occupants, and establishing mutual trust between humans and AI as autonomous vehicles come to the fore.

Source: Affectiva

Up to ten Five AI’s vehicle’s will be driven in for 10 months by fully trained, human safety drivers in the same way as any normal, road-going vehicle. The vehicles are not demonstrating autonomous technology at this stage.

The data gathering exercise is designed to enable FiveAI to gain a comprehensive understanding of the road environment and the behaviour of all road users including drivers, cyclists and pedestrians. This will be happening at different times of the day and night. The data gathered will be used solely to develop FiveAI’s driverless vehicle technology. Data (such as imagery for object recognition and geometry to measure distance) will be collected, processed and stored in full compliance with UK and EU law including the GDPR, and will not be used in conjunction with any other datasets which could be used to identify individuals, or for any other purpose.

FiveAI’s data gathering vehicles feature an obvious array of front-facing sensors on the roof, and are clearly branded to ensure full transparency.

Source: Bromley Govt. and FiveAI blog

HLDI compared the claims experience of 2014–16 Model S cars equipped with version 1 of Tesla’s sensing hardware with the 2012–14 Model S sans the technology. Analysts also examined Model S claims before and after Autopilot was enabled to try to isolate the incremental effects of the system and its related features.

Version 1 hardware supports forward collision warning, automatic emergency braking and blind spot warning. It also supports Autopilot and its associated features, Autopark, Autosteer, Lane Assist and Lane Change. These require an optional upgrade.

The combined driver assistance features on the 2014–16 Model S lowered the frequency of claims filed under property damage liability (PDL) coverage by 11 percent and the frequency of claims under bodily injury (BI) liability coverage by 21 percent, compared with the 2012–14 Model S without the technology, HLDI found.

PDL coverage pays for damage that an at-fault driver causes to another vehicle. BI pays for injuries that an at-fault driver causes to occupants of other vehicles or others on the road.

Looking at first-party injury coverage types, HLDI found a 29 percent increase in the frequency of claims under medical payment (Medpay) coverage and a 39 percent increase in the frequency of personal injury protection (PIP) claims.

In this limited analysis, HLDI found that the frequency of claims filed under PDL, BI, MedPay and PIP didn’t change once Autopilot was enabled, but the frequency of collision claims fell by 13 percent.

Claim frequency is the number of claims for a group of vehicles divided by the exposure for that group, expressed in the study as claims per 1,000 insured vehicle years for injury claims and per 100 insured vehicle years for physical damage claims. An insured vehicle year is one vehicle insured for one year or two vehicles insured for six months each.

HLDI didn’t find a significant effect on the frequency of collision claims for the combined driver assistance features. Collision coverage pays for damage to a driver’s vehicle if he or she is at fault in a crash.

The findings for PDL, BI and collision claims are in line with prior HLDI research on forward collision warning, autobrake and blind spot monitoring. For MedPay and PIP, it is unclear why the driver assistance technologies are associated with increased claim frequency.

One hallmark of Tesla models is the ability to wirelessly receive software updates to enable driver assistance and other features if equipped with the needed hardware.

Tesla activated the software for Traffic-Aware Cruise Control, forward collision warning and automatic high beams for models with version 1 hardware, starting in January 2015. Autobrake and blind spot warning were activated in March 2015, followed by Autopilot and its associated systems in October 2015.

Tesla touts Autopilot as a safety upgrade, so HLDI analysts were eager to zero in on the benefits of it alone. However, several things limited their ability to conduct a comprehensive analysis.

Source: IIHS

The redesigned Acura RDX, a midsize luxury SUV, qualifies for the highest award from the Insurance Institute for Highway Safety, for good crashworthiness ratings, standard front crash prevention that earns a superior rating, and available good-rated headlights.

To earn the 2018 TOP SAFETY PICK+ award, a vehicle must earn good ratings in the driver-side small overlap front, moderate overlap front, side, roof strength and head restraint tests and an acceptable or good rating in the passenger-side small overlap test. It also needs available front crash prevention that earns an advanced or superior rating and available good-rated headlights.

The 2019 RDX earns a good rating in the passenger-side small overlap test.

The SUV’s standard front crash prevention system avoided collisions in IIHS track tests at 12 and 25 mph. The system also includes a forward collision warning component that meets National Highway Traffic Safety Administration criteria.

Source: IIHS

The Nexon offers safety features that provide good protection for head and neck of driver and passenger and adequate protection for their chests with a stable structure at 64kmph off set deformable barrier crash test. The ISOFIX anchorages with ISOFIX Child Restraint Systems (CRS) made available by Tata, helped the model to achieve three stars for child occupant protection. The rearward facing CRS installed with ISOFIX anchorages showed good protection to the 18 months old child, while the ISOFIX forwards facing installed CRS offered good protection for head and limited protection to the chest.

Source: GLOBAL NCAP

In the event of a critical computer failure, where the computer drops out completely, what will happen to an automated car? It has to operate in a safe manner. With Aptiv’s SVA there is a an appropriate amount of redundant compute that will bring the vehicle to a safe haven.

The second layer is the network. You have sensors that deliver information to that computer. So, what if the sensors fail or there is a network interruption? The vehicle has to have a backup position of sensors or a sensor array that allows it to go into what we call limp mode coupled with a resilient network, which brings the car to a safe stop. SVA considers both scenarios, providing an intelligent sensor array supported by a proprietary redundant network enable by a unique topology  to ensure network fail operation.

The final layer is power. If a computer has a power failure, or the sensors have a power failure, it needs to be able to survive the power failure. SVA considers power failure of the other two layers delivering reliable redundant power to all critical functions.

If one follows the lines, you have a sensor where inside of a sensor, there is a processor. The processor then touches a connector, which touches a wire harness, which then goes to a computer, then goes to a connectivity device, and then even to the cloud. We have foundational capability in all of those areas. We are very unique, and nobody else can do what we do.

Smart Vehicle Architecture is our holistic approach to compute, signal, and power. It’s  the  intersection of everything we do here at Aptiv and sets the bar for systems integration. And when you look at it holistically and are able to break it down into its parts, solutions manifest themselves that make the entire system perform better, cost less and are more reliable.

Source: Aptiv

In addition the advanced Blind Spot Information System can tell the driver when vehicles are in the truck’s blind spot when a trailer is not attached as well and from its cross-traffic alert technology, the system can warn drivers of an oncoming vehicle when they are backing out of a parking spot. Blind Spot Information System is standard on Ranger XLT and Lariat models.

Source: Ford

Bosch is relying on a multiphase concept by the time of its planned launch in 2020 estimating it would take some 20 million connected cars to cover the roughly 80,000 kilometers of freeway in Europe alone. For this reason, road-weather forecasts will initially be the only reliable source of information for drawing sound conclusions about road conditions, especially in rural areas where there is less traffic. In this way, the two companies have achieved a safety standard of the kind that will be necessary for life-critical systems such as automated driving.

Bosch will supplement its predictive road-condition services with vehicle data. These data will include information stored on the CAN bus, such as the temperatures measured inside and outside the vehicle, and whether the windshield wipers are in use. In addition, Bosch will evaluate the regular interventions by the ESP anti-skid system. Using mathematical methods measuring the friction coefficient of the road surface at each individual wheel, as well as the status of each wheel and resulting in smart Bosch services.

Source: Bosch

Argus Cyber Security and Phantom Auto have partnered to ensure the security of teleoperation safety technology in vehicles. Argus Connectivity Protection, integrated in Phantom Auto’s teleoperation safety technology, will detect and block attacks in real-time and prevent them from proliferating to the in-vehicle network.

Cyber security challenges in the automotive sector are becoming increasingly significant as AVs become a reality and as the number of heterogeneous applications and services that run on AVs or interact with them grows, including teleoperation safety technologies. In addressing this issue, the California Department of Motor Vehicles mandates: (1) the use of remote operation for driverless testing, and (2) “a certification that AVs meet appropriate and applicable current industry standards to help defend against, detect, and respond to cyber-attacks, unauthorized intrusions, or false vehicle control commands.”

Source: Argus

• Over-the-air software updates will soon be a standard feature
• Fewer recalls and visits to the repair shop mean wireless software updates save time
• New and improved functions are relayed directly to the car
• New encryption technologies make over-the-air updates secure

In the future, car owners will be able to enhance their car’s security, intelligence, and performance without getting up from the sofa. In the future, updating their car’s software will be as simple as updating apps on their smartphones today. A swipe of the smartphone will be enough to automatically update vehicle software or to download new functions directly from the cloud – without any need to visit the repair shop. Bosch has developed all the features required for these wireless updates in-house. They range from the control units and in-car communication infrastructure to modern encryption technologies and the Bosch IoT cloud.

A new standard – simple and secure

More electronics, more functions, more software: the car is turning into a smartphone on wheels. Keeping vehicle software up to date is thus becoming increasingly important. New functions can provide extra convenience, even after the vehicle has been bought. Over-the-air software updates will therefore soon be a standard feature. Today’s vehicles feature as many as 100 control units. Even compact cars have between 30 and 50. Their software governs nearly every function in the vehicle. In addition, more and more vehicles are now connected – with the internet, other cars, and the infrastructure. This means a greater risk of weak links in vehicle software, as well as of manipulation. In this context, software updates over the cloud offer a solution that keeps cars constantly up to date, and thus also secure. “Cars are driven for 15 years or more. Over-the-air software updates are Bosch’s contribution to keeping vehicle software constantly up to date, without having to visit the repair shop,” Heyn says. In addition, the cloud updates mean that ever more functions can be added, with ever greater scope. If the necessary hardware is already installed, a new software function can be tried out and subsequently downloaded. In this way, lane-keeping or park-assist functions can be added, for example. And it is not just drivers that benefit from over-the-air software updates: in 2015, 15 percent of recalls in the automotive industry in the U.S. had to do with software errors. Four years previously, this figure was only 5 percent, according to a U.S. study based on data from the National Highway Traffic Safety Association (NHTSA). “For automakers and their customers alike, such repair-shop visits are a huge waste of time and money, and online updates can significantly reduce this,” Heyn says.

Updates directly from the cloud

Secure, fast, and simple – that’s how over-the-air software updates work. On the driver’s smartphone or the car’s infotainment system, the online security updates are started and any new functions that need to be downloaded are selected. This information is sent to the cloud, which acts like a kind of app store, holding the updates in readiness and starting the process of downloading software to the vehicle. The data can either be downloaded in the background while the car is moving, or overnight when it is parked in its garage. As soon as the vehicle is in a secure condition (once it has parked, for example), the software updates are installed on the appropriate control units, where they are immediately activated.

Security on all levels

Security and the smooth interaction of automotive electronics, cloud, and software are decisive for over-the-air updates. Data security is ensured by the latest encryption technologies developed at the Bosch subsidiary Escrypt. A complex security architecture with end-to-end encryption protects the data transmission against unauthorized access. At the car-cloud interfaces, secure protocols and filters act like a firewall to ward off any hacking attempts. To ensure that over-the air software updates are not just secure, but also fast and reliable, Bosch uses fast update technologies such as delta and compression mechanisms. These accelerate the update process and reduce cost, since the data volume for the transmission remains low. One further security measure is to transmit the updates in sequences. If problems occur, the update process can be stopped and adjusted. The technology at the heart of these over-the air updates is the Bosch Automotive Cloud Suite. Its software elements enable all functions needed for over-the-air updates – by drivers, automakers, and even by vehicles themselves.

Source: Bosch

VEDECOM Tech is a commercial subsidiary of VEDECOM Public Foundation, an organization dedicated to fostering innovation in autonomous transportation, and whose members include Renault, Peugeot and Valeo.

VEDECOM Tech is introducing completely autonomous, self-driving vehicles (SAE Level 5) that will be launched for commercial use in 2017 and 2018 by municipalities in France, Germany, Italy, Portugal and the Netherlands. The company is using Karamba’s Carwall and Autonomous Security software to protect the cars’ electronic control units (ECUs) against risks of hacking.
This marks the industry’s first production of cyberattack-secured, commercially-available automobiles.

“As we bring our first self-driving cars into production, we planned for cybersecurity technology to be part of the car’s design. We evaluated the market extensively, and after serious consideration, concluded that Karamba Security’s technology is the best way to prevent, not just detect, cyberthreats and keep passengers and cars safe,” said Frederic Mathis, CEO and president of VEDECOM Tech. “Karamba’s Autonomous Security achieves that by autonomously hardening ECUs and preventing hacker infiltration with zero false positives. This approach uniquely prevents cyberattacks, and at the same time, satisfies the industry’s intolerance to consumer safety risks, resulting from false alarms (aka ‘false positives’) that mistakenly block legitimate vehicle commands.”

“We are excited to be the first cybersecurity company to have its technology adopted in commercially available cars,” said Ami Dotan, Karamba Security CEO and co-founder. “VEDECOM Tech is a formidable partner, which has been successfully implementing state-of-the-art technologies that enable self-driving cars to become a reality. Protecting these autonomous and connected vehicles from cyberattacks is VEDECOM Tech’s priority, and we are proud to enable this cyber protection.”

VEDECOM is using YoGoKo’s advanced communications solutions for its connected and cooperative autonomous vehicle. YoGoKo solutions enable vehicles to maintain internet connectivity and exchange data with other vehicles, road and urban infrastructure and cloud apps in a standardized way (ISO, CEN, ETSI standards), combining a diversity of access technologies (urban Wi-Fi, ITS-G5, cellular, LoRa, etc.).

By using the software and hardware security features to design its solutions, YoGoKo helps leverage risks and attacks coming from communication channels. YoGoKo brings a high level of trust to vehicular communications.

Moreover, communications security must be complemented with system-level security. YoGoKo and Karamba work together to harden YoGoKo’s externally-connected ECUs and safeguard the vehicles’ advanced, connected communications systems against cyberattacks. This software security blocks malware and enforces authentication to provide trust in using self-driving capabilities and enforcing authorization policies that ensure data privacy.

VEDECOM Tech will provide a fleet of autonomous vehicles for the Autopilot Project. Autopilot Project has received funding from the European Union’s Horizon 2020 research and innovation program under grant agreement No 731993.
VEDECOM Tech, YoGoKo and Karamba Security will showcase their self-driving cars at the 12th ITS European Congress.

Carwall and Autonomous Security

Communications between vehicles and surrounding infrastructure certainly have the potential to improve driving safety and traffic management. These transmissions need to be highly secured, however, because malicious actors may target this intelligence to interfere with the car’s critical components. A car’s electronics system also needs protection because hackers may tamper with that as well. Attackers try to inject malicious messages designed to modify a vehicle’s behavior, either by a local or remote attack.

Karamba Security has responded to the challenges with Carwall and Autonomous Security, an approach that hardens the car’s ECUs against hackers trying to take control of its safety systems, such as brakes and steering, for malicious purposes. Karamba safeguards the vehicle’s electronics and entire system from being hacked by threat actors, and offers these advantages:

• A software solution that prevents cyberattacks with zero false positives, eliminating the risk of safety impacts
• No malware updates required
• Automatic policy generation with zero development efforts

Source: Karamba Security

To Accelerate Growth in Autonomous Vehicle Security Market.

Karamba Security, a provider of autonomous cybersecurity solutions for connected and autonomous vehicles, has shifted the paradigm of automotive cybersecurity from detection to prevention with manufacturers, OEMs and Tier-1 suppliers. The move has attracted $12 million in Series B funding to accelerate its growth. The new round, announced today, brings Karamba’s total funding amount to $17 million within 15 months. The new funds will be used to meet the rapidly growing demand for Karamba’s solutions by expanding resources in customer support, sales and R&D.

The B round is co-led by existing investors YL Ventures and Fontinalis Partners with strategic investments from:

• Paladin Capital Group, a multi-stage investor in cybersecurity solutions for government and commercial markets
• Liberty Mutual Strategic Ventures; the early stage venture capital arm for Liberty Mutual’s U.S. Consumer Markets business
• Presidio Ventures, the early stage investment vehicle of Sumitomo Corporation and
• Asgent, Inc., a Tokyo Stock Exchange-traded provider of network security operations management solutions

No strategic investor was granted a board seat. Previously, Fontinalis led an A round of $2.5 million round with YL Ventures and GlenRock. YL Ventures provided $2.5 million in early stage seed funding.

After white hat hackers repeatedly demonstrated they could successfully exploit security bugs in a connected car’s code to infiltrate its safety systems, the FBI, Department of Transportation, and the National Highway Traffic Safety Administration issued a Public Safety Alert that highlighted the dangers to new and existing cars on the road that jeopardize people’s lives. They warned today’s vehicles are “increasingly vulnerable to remote exploits” that allow a hacker to “manipulate critical vehicle control systems,” potentially even from nation-state actors.

CEO Ami Dotan and chairman David Barzilai co-founded Karamba Security with a unique approach to automotive cybersecurity software leveraging the talent and innovative technology of their Israeli team’s cyber defense and intel expertise. Karamba’s technology is designed to seal off a car’s infotainment system, GPS device and roadside assistance program by locking down code at the electronic control unit (ECU) level to ensure that only legitimate, factory authorized programs can run and everything else is blocked. By blocking access to those entry points it prevents cyberattacks from any intruder trying to reach critical driving functions like the steering, ignition and brakes.

Within 15 months, Karamba engaged with 16 automobile OEMs and Tier-1 suppliers and was chosen as the cyber prevention vendor of choice by one OEM and a Tier-1 for detection and prevention.

“We make sure that only what’s part of the factory settings can run,” said David Barzilai, Karamba’s co-founder and executive chairman. “Once we recognize foreign code, we prevent it from executing, effectively blocking any attack. Our deterministic approach stands in sharp contrast to network-based solutions that rely on probabilities to try to identify attacks in progress and block them, an unreliable technique that creates safety risks by potentially blocking legitimate commands.”

Source: Karamba Security

FASTR today released a manifesto, “Toward Tomorrow’s ‘Organically Secure’ Vehicle,” declaring its organizational and industry intentions. Formerly “Automotive Security Review Board” and founded by Aeris, Intel Security and Uber in 2016, FASTR seeks to enable innovation in automotive security by marshaling industry-wide collaboration on the actionable applied and theoretical R&D needed now to drive systematic coordination of cybersecurity across the entire supply chain and ensure trust in the connected and autonomous vehicle of the future.

“Autonomy promises to be one of the most significant safety mechanisms the world has ever built,” reads the manifesto from FASTR (Future of Automotive Security Technology Research). “But autonomy and security go hand in hand; autonomy and trust exist in equal measure. If we trust the autonomous technology in the vehicle, we will deploy it widely, and, if we do not, it will remain a laboratory curiosity. Trust depends crucially on security in and around the car.”

The manifesto goes on to outline the opportunities that exist to rearchitect the vehicle so that cybersecurity is at its very foundation and coordinated across the entire, evolving automotive supply chain. In this way, the manifesto says, connected vehicles would be created “organically secure,” systematically more able to deal with threats safely and predictably and, ultimately, to self-heal.

“We created the manifesto to put a stake in the ground and a call to action,” said Steve Grobman, FASTR board president and Intel Security Group chief technology officer. “The connected and autonomous car of the future offers revolutionary benefits: dramatic reduction in accidents, alleviation of city congestion, mobility for all and more. All of the benefits will rely on non-negotiable automotive security, as well as the industry collaboration and innovation that FASTR fuels. A diversity of expertise, inputs and perspectives is needed in this effort.”

Download the manifesto and accompanying infographic here: http://bit.ly/WhatisFASTR

FASTR provides a neutral, pre-competitive, open environment through which the evolving automotive ecosystem can collaborate. FASTR brings together auto-industry veterans and disruptors, technology giants and startups, leading academics and hackers to create the agile, iterative research and produce the reference architectures, proofs of concept, code samples, white papers, best known methods, etc. that automotive original equipment manufacturers (OEMs) need today, to drive requirements across their supply chains, reduce risks and liabilities and foster trust in connected and autonomous vehicles of the future.

FASTR today also announced two new members: Karamba Security, which provides zero false positive autonomous cybersecurity solutions for connected and autonomous vehicles, and Rambus, which is dedicated to providing innovative automotive security solutions including tamper resistance and trusted provisioning services.

“Amid evolving threats and growing scrutiny prompted by vehicle hacks and the spread of connected car technologies, automakers, the DOT and NHTSA are seeking innovative and preventative solutions for how to approach cybersecurity,” said Ami Dotan, Karamba Security’s CEO. “FASTR creates an environment that fosters collaboration and data exchange among the public and private sectors to drive toward a unified and global response to cyber hacks through the development of industry best practices, model response systems, protocols, vendor-neutral inputs to emerging standards and R&D resources.”

“FASTR is a valuable channel to collaborate with new partners, including those who are traditionally outside of the automotive ecosystem,” said Joe Gullo, senior director of Partnerships at Rambus. “FASTR provides us access to automotive industry leaders and helps facilitate collaboration with fellow members to identify and address emerging security issues. We are excited to be a member of FASTR and look forward to improving vehicle safety and security.”

Source: BusinessWire

Earlier this January, the worldwide digital security leader Gemalto signed a deal with Banma Network Technology Company (the new joint venture company of Alibaba Group and Shanghai Automotive Group Co., Ltd.) to provide security connection services to China’s first internet connected car, Rongwei RX5.

For decades, vehicle security has been divided into two major categories: theft from a vehicle and theft of a vehicle. With connected and autonomous vehicles, the threat landscape for traditional vehicle manufacturers changes beyond recognition. Safety and security issues have also become inevitable concerns for China’s emerging connected car makers. A lack of end-to-end vehicle security services open business opportunities for many suppliers to the automotive industry.

Dr Paul Sanderson, Senior Technical Cyber Security Specialist at SBD, will join the esteemed speakers at the upcoming 2nd Annual China Automotive Cyber Security Summit (ACSS2017) to be held on the 23-24 Feb. 2017 in Eton Shanghai Hotel. His presentation will explore some of the issues and motivations behind the new threats and will propose a roadmap for vehicle manufacturers and their suppliers to navigate through the growing maze of standards, guidelines and solutions.

The summit promises to be a platform for networking and updates on the latest Chinese information security policies, standards, connected car vulnerabilities and the consequential critical need to address core cyber security issues well before the point of cyber-attack!

Other organizations taking the stage during the summit include Brilliance Auto, NEXTEV, Pan Asia Technical Automotive Center, Synopsys, Denza New energy auto, Saic Auto, Changan auto, DaTang group, Lingyun Auto, Yundu New Energy Vehicle, ZF Friedrichshafen AG, Honeywell International, Green Hill Software, Bangcle, etc.

For more information about the speakers and topics please contact Ms. Crystal Yang at P: +86 21 52710299 * 8002,

E: crystal.yang@grccinc.com

To register for this event, please visit: http://en.grccacss.com/

Renesas Electronics Corporation, a premier supplier of advanced semiconductor solutions, today announced four new RH850/P1L-C Group of microcontrollers (MCUs). The RH850/P1L-C Group is designed for use in chassis and safety systems, such as anti-lock brake and airbag systems, as well as compact motor control systems. The RH850/P1L-C is a low-end MCU Group that is part of the RH850/P1x-C Series of Safety MCUs that meets the requirements for advanced driver assistance systems (ADAS) in one stop.

Driver assistance systems have increased in sophistication and performance as effort have continued toward the realization of autonomous-driving vehicles, thereby coordinating control with other vehicle control units has become essential. With regard to chassis systems, the need for coordination with ADAS has brought an increase in the volume of information from sensors and, combined with high-speed communication functionality, created demand for more powerful information processing capabilities.

In addition, to prepare for new cyber security threats such as vehicle hacking, MCUs must conform to in-vehicle security specifications such as EVITA and the ISO 26262 automotive functional safety standard ASIL-D to avoid fatal situations caused by system malfunction due to breakdown, and so forth.

To address these needs from sensing, connectivity, security and safety perspectives, Renesas launched the RH850/P1H-C and RH850/P1M-C Groups of the RH850/P1x-C Series in 2014 as one-stop safety MCUs. The RH850/P1H-C Group is suitable for high-end applications such as ADAS, and the RH850/P1M-C is suitable for middle range applications such as stability control.

Along with the needs for these high-end/middle-range applications, there is also a need for system redundancy to enable operation to continue even when a failure occurs, and therefore for more compact ECUs. In particular, there is growing demand for common software and development tools to reduce the time and cost associated with the development of more sophisticated systems with advanced functions.

Renesas’ new RH850/P1L-C was developed to meet these demands of low-end applications such as chassis and safety systems including anti-lock brake systems, air bag systems and compact motor control systems, as well as the needs to address ECU miniaturization and system redundancy needs.

With the launch of the new RH850/PL1-C, Renesas now provides a fully-scalable product lineup of the RH850/P1x-C Series that enables customers to develop platforms extending from high-end to low-end applications, by reusing software resources and making use of common development tools.

Key features of the RH850/P1L-C Group:

(1) Inherits the RH850/P1x-C product platform, expands scalability to simplify development and expansion of new products and extend product lines

The new RH850/P1L-C Group inherits the RH850/P1x-C platform and includes many of the proven embedded safety mechanisms, such as a redundant checker core which operates in lockstep to the master core. These features enable the RH850/P1L-C devices to support ASIL-D systems, the most stringent safety level stipulated in the ISO 26262 automotive functional safety standard, as a safety element out of context. It also incorporates the ICU-S Renesas hardware security module, which supports the SHE and EVITA-Light automotive security standards. The RH850/P1L-C Group additionally inherits timers and communication functions such as CAN-FD from its high-end predecessors, for expanded scalability from the high end to the low end that simplifies the tasks of developing new products and extending existing product lines.

(2) Small, low-pin-count package lineups for more compact ECUs

The 40 nanometer (nm) process used for MCU production has a proven track record of achieving low power consumption and high reliability. This process enables the use of LQFP packages that require no heat sink when using a single power supply and operate at a frequency of 120 MHz (typ. 50 mA, 5V, 25°C). These QFP packages use a 0.4 mm pin pitch, which results in a more compact ECU. For example, the package of the 144-pin version is 36 percent smaller (compared with earlier products using a 0.5 mm pin pitch). Three pin-count packages are available: 80 (10 x 10mm), 100 (12 x 12m), and 144 (16 x 16mm) pins.

(3) Various solution offerings to boost system manufacturers’ development efficiency

As system development becomes ever more complex, Renesas is assisting system manufacturers with safety and security support programs, virtual environments employing model-based development tools provided in collaboration with Renesas partners, MCAL with AUTOSAR support, and reference boards designed for compact motor control systems. These also help system manufacturers reduce the development time.

As the world’s leading supplier of MCUs, Renesas is committed to helping make automobiles safer, secure, and convenient by supplying automotive products and solutions backed by technology that delivers high levels of reliability and quality.

Pricing and Availability

Samples of the RH850/P1L-C Group are available now, priced at US$30.00 per unit. Mass production is scheduled to begin in May 2018 and production for all four products combined is expected to reach a volume of 700,000 units per month by 2020. (Pricing and availability are subject to change without notice.)

Citing an enormous potential to reduce crashes on U.S. roadways, the U.S. Department of Transportation issued a proposed rule today that would advance the deployment of connected vehicle technologies throughout the U.S. light vehicle fleet. The Notice of Proposed Rulemaking would enable vehicle-to-vehicle (V2V) communication technology on all new light-duty vehicles, enabling a multitude of new crash-avoidance applications that, once fully deployed, could prevent hundreds of thousands of crashes every year by helping vehicles “talk” to each other.

“We are carrying the ball as far as we can to realize the potential of transportation technology to save lives,” said U.S. Transportation Secretary Anthony Foxx. “This long promised V2V rule is the next step in that progression.  Once deployed, V2V will provide 360-degree situational awareness on the road and will help us enhance vehicle safety.”

In February 2014, Secretary Foxx announced the Department would accelerate its work to enable V2V, directing the Department’s National Highway Traffic Safety Administration (NHTSA) to begin work on the rulemaking. NHTSA issued an Advance Notice of Proposed Rulemaking in August 2014. The advancement of the V2V rulemaking complements the Department’s work to accelerate the development and deployment of automated vehicles.

“Advanced vehicle technologies may well prove to be the silver bullet in saving lives on our roadways,” said NHTSA Administrator Mark Rosekind. “V2V and automated vehicle technologies each hold great potential to make our roads safer, and when combined, their potential is untold.”

The proposed rule announced today would require automakers to include V2V technologies in all new light-duty vehicles. The rule proposes requiring V2V devices to “speak the same language” through standardized messaging developed with industry.

Separately, the Department’s Federal Highway Administration plans to soon issue guidance for Vehicle-to-Infrastructure (V2I) communications, which will help transportation planners integrate the technologies to allow vehicles to “talk” to roadway infrastructure such as traffic lights, stop signs and work zones to improve mobility, reduce congestion and improve safety.

NHTSA estimates that safety applications enabled by V2V and V2I could eliminate or mitigate the severity of up to 80 percent of non-impaired crashes, including crashes at intersections or while changing lanes.

V2V devices would use the dedicated short range communications (DSRC) to transmit data, such as location, direction and speed, to nearby vehicles. That data would be updated and broadcast up to 10 times per second to nearby vehicles, and using that information, V2V-equipped vehicles can identify risks and provide warnings to drivers to avoid imminent crashes. Vehicles that contain automated driving functions—such as automatic emergency braking and adaptive cruise control—could also benefit from the use of V2V data to better avoid or reduce the consequences of crashes.

V2V communications can provide the vehicle and driver with enhanced abilities to address additional crash situations, including those, for example, in which a driver needs to decide if it is safe to pass on a two-lane road (potential head-on collision), make a left turn across the path of oncoming traffic, or determine if a vehicle approaching an intersection appears to be on a collision course. In those situations, V2V communications can detect developing threat situations hundreds of yards away, and often in situations in which the driver and on-board sensors alone cannot detect the threat.

Privacy is also protected in V2V safety transmissions. V2V technology does not involve the exchange of information linked to or, as a practical matter, linkable to an individual, and the rule would require extensive privacy and security controls in any V2V devices.

The notice of proposed rulemaking will be open for public comment for 90 days.

Additional resources:

• NHTSA Notice of Proposed Rulemaking on V2V Communications
• Fact sheets:
  • The NHTSA V2V Communications NPRM
  • How Connected Vehicles Work
  • Connected Vehicle Benefits
  • Dedicated Short-Range Communications (DSRC)
• Videos available for download and broadcast
  • Connected Vehicles: The Future of Transportation
  • Connected Vehicle Technology for Safety
  • Connected Vehicle Technology for Mobility
  • Connected Vehicle Technology for Emergency Services
  • Connected Vehicle Technology for Road Weather Safety
  • Connected Vehicle Technology for the Environment
• More information on NHTSA’s V2V research

Source: U.S. DOT

A senior Australian policeman is warning that autonomous cars could be used as dangerous weapons of terrorism.

Ramzi Jabbour, deputy commissioner of the Australian Federal Police is warning that the cars, could be easily exploited by criminals and terrorists to wreak havoc.

The Global Times website quotes Jabbour as saying that law enforcement worldwide would face significant challenges when the driverless cars became available.

The report adds that Police fear that terrorists could acquire a driverless vehicle, pack it with explosives then remotely drive it towards a specific target and detonate the explosives from the other side of the world.

“While advances in technology will present significant opportunities and revolutionize aspects of our everyday lives, it will also present significant challenges to police,” Jabbour told News Limited.

“Driverless vehicles could be exploited by criminals, including terrorists, to be pre-programed to carry out criminal acts.”

Graham Ashton, chief commissioner for Victoria Police, said he believed driverless cars would ultimately save more lives than they would cost.

“In the world of transport we are already seeing trials of the driverless car and this will continue to develop,” Ashton told News Limited.

“If this concept becomes reality it would significantly improve safety on our roads, because most road trauma is currently a result of driver error or impairment.”

Ashton said even using devices such as laptops or mobile phones while riding in a driverless car was a concept that excited Victoria Police.

Source: smarthighways.net

Autotalks, the leader in V2X communication chipsets, has launched SECTON, the latest addition to its chipset portfolio. As with the all the company’s V2X solutions, Autotalks’ new secure, cost-optimized, mass-market ready V2X hardware add-on is architected for autonomous vehicles, is flexible and can smoothly fit all customer architectures. SECTON offers simple integration with any external host CPU. The launch took place at the Electronica 2016 trade fair in Munich, Germany.

SECTON completely handles V2X security computation, thus making it cost-effective and hassle free, allowing application developers to focus on application reliability rather than vulnerability to Cybersecurity attacks.

SECTON integrates an enhanced-range mobility-optimized IEEE802.11p modem, an ultra-low-latency V2X Hardware Security Module (eHSM) and cryptoagile hardware verification engines. SECTON also supports IEEE 802.11a/b/g/n/ac to enable high-bandwidth external Wi-Fi for supplementary value-added services, like data synchronization with home and high-speed downloads. In addition, it has worldwide compliance, supporting US, EU and Japan standards.

SECTON, designed by Autotalks and manufactured by STMicroelectronics, meets the most rigid automotive standards. According to the company, SECTON is the only solution in the market that can operate at the high temperature measured in Shark Fin antennas or headliners. Engineering samples which can support autonomous driving applications are available today.

Hagai Zyss, Autotalks’ CEO, said: “Autotalks’ vision is to prevent crashes and save lives on the way to a world of driverless cars. We are doing this by offering OEMs a low-cost safety-grade V2X system for installation in each vehicle. With the launch of the SECTON, I believe we are one step closer to realizing this vision.”

Source: Autotalks

Mercedes-Benz will introduce a new suite of advanced safety and autonomous driving features on the redesigned MY2017 E-class sedan next spring.

Calling the new features “real life safety,” Mercedes-Benz executives said the intelligent and safety systems bring its vehicles closer to accident-free and autonomous driving.

The E class that goes on sale in the U.S. makes a further leap with technologies introduced in fall 2013 on the redesigned S-class sedan and were heralded as years ahead of the industry.

The new advances — dubbed Intelligent Drive next Level — include systems to protect an occupant’s ears and hearing during a crash, steering assistance to outmaneuver an obstacle or avoid an accident, and safety protection that pushes the driver and front seat passenger away from the doors during a side impact.

Mercedes-Benz is also introducing a smartphone key and the ability to park the E class in parallel and perpendicular spaces also using a smartphone.

“We are taking a further major step along the road to autonomous and connected driving. The innovations that will be available for the future E-class take safety, stress relief, and comfort to a new level,”said Thomas Weber, head of Mercedes-Benz Cars research and development.

“Mercedes-Benz is underlining its leading position as a safety pioneer,” Weber said.

Upgradable

Michael Hafner, director of advanced drive assistance systems and active safety for Mercedes-Benz, said the new features are also upgradable as technology advances — something that’s not feasible today.

“The new architecture is designed as an open system to integrate future developments and future innovations,” including advances in autonomous driving, Hafner said. “The central nervous system enables ongoing optimizations with new and further developed assistance and safety technology.”

That means the upgrades can be made anytime during the vehicle’s lifecycle.

Mercedes-Benz has developed better sensors and improved the functionality of its cameras and radar, Hafner added.

Highlights of the Driver Assistance Package for the next-generation E class:

• An upgraded Intelligent Drive package of technologies: Using the Distance Pilot Distronic system and at speeds up to 124 mph (200 km/h), the car can automatically maintain a safe distance from the car in front, provide steering assistance around bends and even brake. The previous generation tracked only the car in front, the new system can see “where the swarm goes,” Hafner said.

It uses a new generation of stereo cameras behind the windshield and new radar sensors to read road markings.

At speeds up to 81 mph (130 km/h), Steering Pilot can work even if lane or road markings aren’t clear. Previously, the system worked at speeds below 50 mph (80 km/h) Hafner said.

• Speed Limit Pilot: It works with the car’s communications and entertainment system and can “autonomously adjust the vehicle’s speed in response to camera-detected speed limits or speed limits logged in the navigation system,” Mercedes said.

• Active Brake Assist: The system has been updated and can warn the driver of an imminent crash, give braking assistance if suddenly needed and also automatically apply the brakes in an emergency. The system also detects vehicles that are stopping or stationary, crossing traffic at intersections, pedestrians and the tail end of a traffic jam.

• Evasive Steering Assist: The new systems adds “precisely calculated steering torque,” when it senses a driver making an evasive maneuver. Mercedes says the feature helps movement of the steering wheel so the driver can avoid hitting a pedestrian and straighten the vehicle so it can safely pass.

• Remote Parking Pilot: Using a smartphone app, the vehicle can be moved in and out of tight parking spaces and garages. The driver’s smartphone must be within 10 feet of the vehicle and the driver must have the car key or the remote system won’t work. The app will ask the driver for approval to move the vehicle. The driver can park the car in parallel or perpendicular parking spaces and in and out of a garage.

• Car-to-X Communication: Mercedes-Benz says it was the first car company to launch car-to-car networking in 2013. The system has now been fully integrated and information can be transmitted via a module with a SIM card in the vehicle that transmits road conditions ahead to Daimler’s backend service, said Hafner. The information can then be relayed to a radio station or traffic alert system, Hafner said. Mercedes boasts it “can effectively allow the driver to see around corners or through obstacles.”

• Digital Car Key: The driver’s smartphone can be used as a vehicle key. A driver holds the phone near the door handle. Personal options such as seat and mirror settings can also be made via smartphone. The system uses near-field communication technology that can exchange data via radio signals over a short distance. It has been used to exchange data between smartphones and tablets.

• Pre-Safe Impulse Side: If an unavoidable side collision is detected, the air chambers in the backrest side bolsters inflate rapidly, moving front-seat occupants sideways and away the door.

• Pre-Safe Sound: The system protects occupants’ ears from the noise of a collision. The stapedius muscle in ears contracts when there is a loud noise, giving “greater protection against high sound pressures,” said Mercedes.

If sensors and radar determine there is a risk of a collision, in half a second the vehicle will put out a sound, similar to pink noise like the sound of wave crashing. The noise triggers the stapedius muscle, lessening discomfort and ear damage, said Wilfried Bullinger, a passive-safety engineer.

Intelligent Drive next Level

Executives and engineers underlined that the company’s Intelligent Drive next Level is semi-automated and drivers have to keep their hands on the steering wheel. The new E class will also have a finger pad control for various vehicle functions mounted on the steering wheel, but details weren’t given.

Mercedes-Benz hasn’t determined yet how to package or price the systems that will be options, Hafner said. All of these new systems will be available in the U.S., he said.

The innovations will also be available on the S class when it is freshened in the spring of 2017, Hafner said.

Source: Automotive News