Secure at any IoT deed

In his classic book, “Unsafe at Any Speed,” Ralph Nader assailed the auto industry and their approach to styling and cost efficiency at the expense of safety during the 1960s. He squared up on perceived defects in the Chevrolet Corvair, but extended his view to wider issues such as tire inflation ratings favoring passenger comfort over handling characteristics.

History has not treated Nader’s work kindly, possibly because of his politics including a crusade on environmental issues which spurred creation of the US Environmental Protection Agency. Sharp criticism of Nader’s automotive fault-finding came from Thomas Sowell in a book “The Vision of the Anointed”. He targeted “Teflon prophets,” Nader foremost among them, who foretell of impending calamity using questionable data, unless government intervenes as regulatory savior.

Sowell’s most scathing indictment of Nader was for failing to understand the trade-off between safety and affordability. Others targeted Nader’s logic by suggesting some non-zero level of risk and injury is acceptable if society progresses, supported by data the Corvair was actually no worse in terms of safety among its contemporaries on the automotive market at the time.

Yet, almost five decades later, we have Toyota sudden acceleration damage awards, GM ignition switches and massive recalls in progress, and the prospect that someday soon an autonomous car may go haywire. The problem seems to be not errors of commission, but errors of omission; complex engineering requirements, design, and test are becoming increasingly difficult. Getting all that done at volumes and prices needed to drive model year expectations and consumer market share is a big ask.

In an industrial context of the IoT, “safety critical” design is a science, with standards, and certification, and independent testing. In application segments such as aerospace and defense, medical, industrial automation, and others – even the automotive industry, which has made huge strides in electronics and software development – safety and risk are proactively managed.

Security of consumers on the IoT is another matter. Devices are inexpensive, often created by teams with little to no security experience. Worse yet, there is a stigma around many security features as unnecessary overkill that would slow down performance, get in the way of usability, or increase costs beyond competitiveness. This is an accident waiting to happen.

Or perhaps, one already in progress, if we believe the recent study on firmware in a sampling of consumer devices. A lot of folks think benevolent hackers are also polytetrafluoroethylene-coated, but it is hard to dispute there is cause for concern among embedded devices when it comes to security — especially when those devices connect to networks.

One of the areas cited in the study is encryption, and some rather sloppy handling of keys when it is used. Across the industry, embedded software is wildly inconsistent in approaches to encryption. As the study points out, developers are prone to stamp out copies of aged, flawed solutions because they are comfortable with and invested in a particular approach.

Regulation is the last thing we need here. Engineers need a lot more education, starting from the basics of including and using hardware encryption units on MCUs and SoCs, through the state-of-the-art knowledge in cryptography and certificate management, and up to IT-style approaches such as over-the-air software updates and two-factor authentication.

We also need some deeper thought on encryption implementations, beyond just NIST recommendations. In a web context, we have Transport Layer Security (TLS), but that protocol requires a full IP stack and a lot more horsepower than many small embedded devices can afford. On top of that, hardware encryption is currently very vendor-dependent. Vendors like Atmel are working with ARM on TrustZone technology to create newer implementations based on Trusted Exectuion Environment APIs, tuned for IoT devices instead of data center use.

Historically, encryption has been applied to securing closed systems – the IoT presents a paradox. If it devolves into a myriad of smaller, effectively closed systems that only intermittently share data, we may gain some benefit, but will never reach the vision.

The best case scenario is an effective set of industry practices emerge for encryption in consumer IoT devices before problems become widespread, defeating the very purpose of sharing data with the cloud. We need developers to not avoid encryption, but for that to happen it has to be cost- and implementation-effective for easier use.

This post has been republished with permission from SemiWiki.com, where Don Dingee is a featured blogger. It first appeared there on August 25, 2014.

The Microcosm of IoT and connected cars in Formula 1 (Part 2)

…Continued from The Microcosm of IoT in Formula 1 (Part 1)

The typical F1 racing car embodies the sophisticated engineering — designed to win and only but win. The racing platform itself (both team, driver, and car) executes every deductive decision vetted against one pillar called “performance.”

Here’s the quantified car and driver. At 1.5 gigabytes of data wirelessly transmitted per connected car during a race, the ECU (electronic control unit) generates 2-4 megabytes per second of data from the F1 cars’ 120+ various sensors, which also include the drivers’ heartbeat and vitals.  Now let’s add the upgraded network fiber deployed across each race of the year set forth to ensure every turn and tunnel can stream and broadcast this telemetry and data.

Source: ESPN Formula 1 News Computers, Software, and BI [Visualization and Data]

These embedded systems comprise of technology not limited to neither automotive nor Formula 1; embedded systems are used in the aero industry, marine, medical, emergency, industrial, and in the larger home entertainment industry. Therefore, advanced technology, little by little take place in the devices that we use every day. There are many useful products that are used in the industry — even though they first surfaced — as an application in F1 racing [the proven, moving lab].

F1 electronic devices used may be generally regarded in groups [using embedded systems] by the following:

Source – nph / Dieter Mathis/picture-alliance/dpa/AP Images

Here is an example Formula 1 steering wheel. It’s the embedded electronic enchilada, serving information [resulting from actuators and sensors] to a driver [on a need to know basis]. The driver coincides his race style and plan [tire management, performance plan, passing maneuvers, aggressive tactic] to every bit of data and resulted in a formatted display. These are literally at his fingers.

What are some of the F1 connected car implications?

Drivers in Formula 1 have access to functionality through their race platforms, which helps improve speed and increase passing opportunities. The DRS (Drag Reduction System) helps control and manage moveable rear wing. For a driver, in conjunction with Pirelli tires and KERS, it has proven successful in its pursuit of increasing overtaking which is all good for the fan base and competitive sport. The DRS moves an aerodynamic wing on a Formula 1 race car. When activated via the driver’s steering wheel, the DRS system alters the wing profile shape and direction, greatly reducing the drag on the wing by minimizing down force [flattening of the wing and reduce drag by 23%.]. Well, now coupled with the reduction in drag, this enables faster acceleration and a higher top speed while also changes variably the driving characteristics and style for over-taking. These are called driver and protocol adjustable body works.

How it works? Like all movable components of an F1 pure breed, the system relies on hydraulic lines tied to embedded control units, and actuators to control the flap. Managed by a cluster of servo valves manufactured by Moog, the Moog valves are interfaced via an electronic unit receiving a secure signal from the cockpit. Of course, this all happens under certain circumstances. When two or more cars pass over timing loops in the surface of the track, if a following car is measured at less than one second behind a leading car it will be sent a secure signal [encrypted then transmitted via RF] that will allow its driver to deploy the car’s active rear wing. Since the timing loops will be sited after corners, drivers will only be able to deploy the active rear wing as a car goes down a specific straight paths in many tracks.  In essence, the modern day Formula 1 car is a connected platform dynamically enabled to produce a stronger driver, appealing more to both driver performance and fan engagement.

Moveable aerodynamic components are nothing new. But still, for an Airbus A320 or even a modern UAV or fighter jet, there is a huge amount of space to work in. On a grand prix car, it’s quite different. This is also achieved in a very hyper fast, mobile, and logistically drained environment of Formula 1, where performance, equipment, and configuration are a demanded at all times. Next we’ll summarize how this relates to the broader connected car concept…

F1 showcases the finer elements of connected cars, making it possible

Just discussed, cars in general are going to become literally the larger mobile device. They will be connected to all sorts of use-cases and applications. Most importantly, we are the drivers, and we will become connected drivers. Both driver and connected car will become more seamless.

The next phase where smart mobility is going to change how we do and behave after we before or after we reach our destination. In Wired Magazine’s column named Forget the Internet of Things: Here Comes the ‘Internet of Cars’, Thilo Koslowski discusses the improvements and why connected cars are inevitably near. Thilo, a leading expert on the evolution of the automotive industry and the connected vehicle says, ““Connected vehicles” are cars that access, consume, create, enrich, direct, and share digital information between businesses, people, organizations, infrastructures, and things. Those ‘things’ include other vehicles, which is where the Internet of Things becomes the Internet of Cars.”

Yes, for the connected car, there still exist a number of technology challenges and legislative issues to build out a successful broader impact. Like Formula 1, we attribute many of its tech surfacing into main stream markets [previously discussed in part 1]. This next automotive revolution stems on current and related industry trends such as the convergence of digital lifestyles, the emergence of new mobility solutions, demographic shifts, and the rise of smartphones and the mobile internet.Thilo further claims “As these vehicles become increasingly connected, they become self-aware, contextual, and eventually, autonomous. Those of you reading this will probably experience self-driving cars in your lifetime — though maybe not all three of its evolutionary phases: from automated to autonomous to unmanned.”

Actually, a consumer shift is happening. Consumers now expect to access relevant information ranging from geo location, integration of social data, way points, destination, sites of interest, recommendations, ones digital foot print integrated into the “connected car” experience. The driver will become connected with all the various other touch points in his/her digital life. Moreover, this will happen wherever they go — including in the automobile. Thilo even goes to as far as claiming, “At the same time, these technologies are making new mobility solutions – such as peer-to-peer car sharing – more widespread and attractive. This is especially important since vehicle ownership in urban areas is expensive and consumers, especially younger ones, don’t show the same desire for vehicle ownership as older generations do.

To be successful, connected vehicles will draw on the leading technologies in sensors, displays, on-board and off-board computing, in-vehicle operating systems, wireless and in-vehicle data communication, machine learning, analytics, speech recognition, and content management. (That’s just to name a few.) “

All together, the build out of the connected car, [aspects proven in F1], contributes considerable business benefits and opportunities:

•  Lowered emissions & extended utility of EVs — remote Battery swap stations, cars as (Internet as a service), peer to peer car sharing, cars with payment capabilities, subscription of energy, vehicles as power plants back to the grid, KERS, and other alternative fuel savings displaced with electrical motors and emerging consumer conscience accountability to clean energy
• New entertainment options — countless integration opportunities with mobile (M2M and IoT) ecosystem of value added connected Apps and mobile services (i.e. Uber disrupted an old traditional market)
• New marketing and commerce experiences — countless use-cases in increasing the engagement and point of arrival offerings
• Reduced accident rates — albeit found in crash avoidance systems, location based services, driver monitoring, emergency response automation, early warning automation, telemetry to lower insurance cost, or advanced assisted driving
• Increased productivity — gains achieved via efficiencies/time management towards more sustainable commutes
• Improved traffic flow — efficient system merging various datasets to advance navigation to minimize and balance capacity or re-route traffic

Like all technology, old ideas will progress, evolve to newer platforms to bring new functionality that can adapt to the latest popular ecosystem [simply being mobile & connected]. Connected cars will expand automotive business models augmenting new services and products to many industries — retail, financial services, media, IT, and consumer electronics. The traditional automotive business model can be significantly transformed for the betterment of the consumer experience. Today, emphasis is placed much purely on the  output, sale, and maintenance of a vehicles.  Later on, once connected cars reach market maturity with wide adoption, companies will focus on the sum of business opportunities [value add chain ecosystem] leveraged from the connected vehicles and the connected driver.

Are you a product maestro or someone with domain expertise for your company seeking to improve processes or developing value added services to build IoT enabled products? Perhaps, you are in a vertical intended to accelerate business and customer satisfaction? With all this business creation stirring up, it’s quite clear the connected car platform will open new customer connected services or product enhanced offerings.

That all being said, we are already in this moment of the future with Formula 1. Connected cars will eventually come. It’s just a matter of time…

(Interested in reading more? Don’t forget to check out Part 1.)

Vehicle to vehicle communications, or V2V

While perusing my latest copy of American Motorcyclist magazine, I was pleased to see an article on how vehicle-to-vehicle (V2V) communication might make roads safer for motorcyclists. V2V is where vehicles have their own dedicated micro-controller and wireless chip and security chip. Atmel makes all three, both as separate parts and combined into one. The vehicles will have a wireless RF “bubble” that travels with them. When two vehicle’s bubbles “touch”, then they will authenticate it is not some hacker on a bridge embankment. Then the vehicles can exchange information. It is anticipated that the system will have GPS, so each vehicle will know its exact position.

While drunk driving fatalities have plummeted, distracted driving is killing twice as many people.

As a guy with a broken collarbone that got hit from behind while my motorcycle was stopped for a red light, I think this is great. If vehicles can communicate they can warn each other of impending collisions. Auto manufacturers anticipate verbal and “shaker” warning for the cars, or so-called “cages” as we motorcyclists call them.

The AMA publishes the magazine and I am a proud supporter. One thing I disagree with is that the AMA wants motorcycles to be nearly silent. Now I hate open pipes, that is a moron thing to do since you can’t tune the motor because of the reversion pulses coming off the end of pipes. But silent bikes are too far in the other direction. With half the driver’s noses stuck in a smartphone while they drive, a little noise alerts them to my presence.

This V2V technology may make all this moot. I won’t need loud pipes if vehicles actively work to avoid collisions. I touched on this in an earlier blog post—Car-to-car communication.

Hot August Nights Fever? Atmel Automotive Infographic

People love their cars. It’s one of those near universal facts. Whether they live in big cities or small rural hamlets, drive a mini or a hummer, there is just something about the sexy vroom vroom of an engine that excites people on a primal level.

Perhaps it’s the destructive force in us that is drawn to what is basically a controlled explosion on wheels. Perhaps it’s something to do with an automobile’s sleek and contoured chassis – or the human need for speed.

Or maybe, it’s because there is a certain zen to be found in tinkering with an engine. Of souping up and optimizing an already lean, mean machine, and making it purr. Somewhere in all of us is an engineer who simply wants to solve puzzles – and what greater puzzle to solve than the many moving parts to be found under the hood?

We at Atmel are especially passionate about the automotive space, having been one of the first semiconductor companies to enter the market, embracing both the productive and the creative passion from the get-go.

Telefunken (the pre- predecessor of Atmel Automotive) was founded as early as 1903, while the Heilbronn fab in Germany, acquired by Atmel in the 1980’s, was founded way back in 1960.

Atmel’s first success in automotive was (rather fittingly) the electronic ignition IC which, in 1979/1980, was installed in every Volkswagen car.

Another early milestone along Atmel’s automotive roadmap was, ironically, braking. A start-to-stop scenario, so to speak.

The market for connected vehicles is expected to grow to a whopping $53 billion by 2018, with consumers demanding more and more connectivity each year.

A study by Deloitte in 2011 determined that 46% of people between the ages of 18-24 cited connectivity as being “extremely important” to them when it came to cars, with 37% wanting to stay as connected as possible while in their vehicles. A resounding 65% identified remote vehicle control as an important feature in their next automotive purchase; while 77% favored remote diagnostics minimizing dealer visits. And let’s face it, who can blame them?

A 2013 study by Cisco went even further, positing that Vehicle-to-vehicle (V2V) communications could enable cars to detect each other’s presence and location, helping avoid accidents, lower road costs and decrease carbon emissions. The report also found that intelligent cars would lead to 7.5% less time wasted in traffic congestion and 4% lower costs for vehicle fuel.

With over 1 billion passenger cars careening through the world’s streets already, increased digitization can’t come fast enough!

Today, Atmel supplies all 10 of the top 10 tier 1 automotive electronic suppliers in the world, not only with microcontrollers (MCUs), but with touch sensor technology too. Indeed, Atmel’s latest touch innovation, the bendable, flexible, printed wonder that is Xsense, has now been fully qualified and is ready to ramp, meaning sexy curved glass dashboards are closer than you’d imagine… Not bad for a feature originally developed as a piece of wood attached to the front of a horse drawn carriage to prevent mud from splattering the driver!

Atmel is also renowned for being a leading car access supplier, meaning we make the chips that enable cool remote keyless entry (RKE) systems with immobilizers, to reduce the risk of anyone stealing your steel beauty away from you. In fact, Atmel has already delivered over 250 Million ICs for this specific application, so that’s a whole lot of key fobs! Speaking of key fobs, here’s a fun fact; holding a remote car key to your head doubles its range because the human skull acts as an amplifier.

Moving from cool keyfobs to total hotness, it’s also worth noting that Atmel sells some of the highest temperature resistant parts in the market, some of which can handle heat of up to 200°C.

Last, but certainly not least, Atmel boasts the world’s largest portfolio of Local Interconnect Network (LIN) devices, for communication between components in vehicles. The firm’s devices have OEM approvals from all major car manufacturers worldwide, which is certainly something to be proud of.

So next time you find yourself on that long and winding road, kicking into high gear and hugging those curves, spare a thought for the components, because when it comes to cars, the devil really is in the details.