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autonomous vehicle image
Anastasiya Sasnakevich

Autonomous vehicle market: from $0 to $54 billion in 50 years

May 31, 2022/4 Comments/in Blog, Resources /by Anastasiya Sasnakevich

Today, on May 31st we celebrate Autonomous Vehicle Day. We would like to spread some light on the history of AVs, their development, and investment.

Not everyone knows that the first autonomous vehicle was unveiled in 1977 in Japan. A Japanese professor Sadayuki Tsugawa together with his colleagues at Tsukuba Mechanical Engineering Lab launched the first-ever autonomous car. It could achieve the speed of nearly 20 miles per hour by tracing white street markers via two vehicle-mounted cameras.

So, here we are, 55 years later talking about self-driving cars as a new normal. The world in 2022 has changed a great deal. It is full of technology, which is making our lives easier and more comfortable.

As of March 2022, the global AV market is worth $54 billion. A number of big AV companies like Tesla, Uber, Waymo, and more, are trying to grab a piece of the pie. Traditional car manufacturers, including Volvo, Ford, General Motors, Mercedes Benz, and Hyundai, have also joined the fray. As mentioned earlier, the autonomous car market is estimated to be worth $54 billion. And it is expected to increase tenfold in the next 5 to 7 years with constant investment.

Investment in autonomous vehicles

More and more money has been poured into the development of AVs:

  • From August 2014 to June 2017 a total of nearly $80 billion was invested in AV by the auto industry and venture capitals. (source: Brookings Institution)
  • In the first 3 quarters of 2018, global investors provided $4.2 billion to companies working on self-driving cars (source: Axios)
  • In June 2021 General Motors announced its decision to boost EV and AV by investing $35 billion by 2025;
  • A German brand Audi is planning to invest $16 billion in self-driving cars by 2023;

The investment numbers are growing every year. In October 2020 McKinsey & Company published a report where it showed that during 10 years (from 2010 till 2020) one-third of car investment went to autonomous-vehicle technologies.

investment in autonomous vehicle during the past 10 years

According to their report (the chart below), the companies have poured large sums into the semiconductor cluster over the past decade. $51.5 billion invested representing nearly 50% of all autonomous investments. The next biggest cluster is ADAS components with $35.8. It makes 33% of the autonomous investments. The numbers are quite interesting and show the impact of each cluster on the development of autonomous vehicles.

investment in mobility by cluster

The Semiconductor cluster represents a special, and probably the most important niche in the AVs. A lot of attention is devoted to safety and security, as people are 100% dependent on the machine with all the embedded chips. That’s why ISO 26262, a Functional Safety standard, is a must-obtain in the automotive industry. Optima Design Automation, as a Functional Safety development provider, will help you meet the ISO 26262 standard. By leveraging breakthrough technology, Optima is revolutionizing automotive IC development. It provides next-generation solutions that allow engineering teams to deliver automotive ICs in a fraction of the time. Its revolutionary fault simulation delivers order-of-magnitude execution acceleration and, when coupled with its automated ASIL-C/D safety block conversion, shrinks, schedules and transforms quality.

Conclusion

In conclusion, just over 50 years ago, we had no idea that our future would change so much. Self-driving cars were science fiction at the time. Now, this is our reality and we should do everything possible to make this reality not just affordable but safe and secure.

 

https://optima-da.com/wp-content/uploads/2022/05/Blog-featured-image-size-2.png 901 1350 Anastasiya Sasnakevich https://optima-da.com/wp-content/uploads/2019/10/optima-da-logo2.png Anastasiya Sasnakevich2022-05-31 01:41:282022-06-04 22:10:12Autonomous vehicle market: from $0 to $54 billion in 50 years
ask the experts - question section
Sesha Sai Kumar

Ask the Expert: Reducing the Single Point Failure Count with Optimal Turnaround Time

February 2, 2022/0 Comments/in Blog, Resources /by Sesha Sai Kumar

Some designs have multiple Safety Mechanisms for failure detection. As practice shows, one of the Safety Mechanisms needs to be set as a detection point, fault simulation is to be performed. Despite a significant amount of fault simulations there will probably be some Single Point Faults (SPFs) that are not covered by the particular safety mechanism. These require experimentation with more detection points, increasing the number of simulations and time to results. This is quite time-consuming and resource intensive. So how can one effectively reduce SPF count with faster turnaround time?

What does Optima have to say about Single Point Faults?

Talking about ISO 26262, Single Point Faults are faults that violate the safety goal and do not have any safety mechanism covering them. SPFs will still be seen despite the safety mechanisms available in the design. One of the reasons for this can be that the identified detection strobes are not complete, or more than one safety mechanism is required.

Most of the EDA tools available in the market for Functional Safety (FuSa) verification require simulation to find potential SPFs. This increases simulation time and, as a result, time to market.

The Optima Safety Platform™ (OSP™) introduces a revolutionary technology through our integrated core engines exclusively for fault analysis, making this task very easy. Optima-SA™, the Static Analysis Engine from the OSP™, is designed to analyse failure modes and faults and deduce SPFs without simulation. Along with the SPFs, Diagnostic Coverage (DC) can be determined in zero time. Optima’s Coverage Maximiser, Optima-CM™, then performs static checks to understand the best safety mechanism/detection point to include in the analysis that can detect a failure.

The OSP™ Safety Setup captures the Failure Mode of the design as follow:

  1. Failure Strobes: Internal or primary output signals at which a fault can manifest as a failure.
  2. Detection Strobes: Safety Mechanism signals at which a fault can be detected.

 

Failure Mode graphic by Optima

Image 1: Failure Mode of the design

Unlike other EDA tool setups, the OSP™ safety setup does not require fault locations to be specified. Cone of Influence (COI) analysis is performed by Optima-SA™ to specifically find the relevant faults for further analysis. The following fault categories are identified after SA, as depicted in the picture below.

Fault categories graphic by Optima

Image 2: Fault Categories

Faults categories:

·         SI ➡ SAFE INVISIBLE 

SAFE: NOT Observed at Failure Strobe

INVISIBLE: NOT Observed at Detection Strobe

 

·         UI ➡ UNSAFE INVISIBLE No Safety Mechanism (SPF)

UNSAFE: Observed at Failure Strobe

INVISIBLE: NOT Observed at Detection Strobe

 

·         SV ➡ SAFE VISIBLE 

SAFE: NOT Observed at Failure Strobe

VISIBLE: Observed at Detection Strobe

 

·         UV ➡ UNSAFE VISIBLE Possible Detects (Diagnostic Coverage)

UNSAFE: Observed at Failure Strobe

VISIBLE: Observed at Detection Strobe

 

One way to reduce the SPF is to see if other failure modes defined for the design cover the SPF faults of the current analysis. Optima-SA™ allows the merging of several safety setups (failure modes) which in turn shows the percentage of changed faults in each category, based on the new merged safety setup. By merging the COI, the combined failure and detection strobe effect are analysed. The diagram below shows the effect of the merging process.

the merging process of detection strobes and failure strobes

Image 3: The merging process

FM1 has an F1 fault as UI (SPF) and an F2 fault as UV (Potentially Detectable). By merging with FM2, the new detection strobe DM2 covers both F1 and F2. So in the merged Safety Setup F1, which was UI (SPF), has been changed to UV (Possible Detect).

The OSP™ has an automated way to cover the UI (SPF ) faults to reduce the number of single point faults. Optima-CM™ (Coverage Maximiser) runs in both static and dynamic analysis. In Static Analysis, we can use the Optima-CM™ static capability to find the Safety Mechanism’s detection strobes. Once the analysis is performed, it reports detection signals in descending order, to cover the maximum faults by making that particular signal a detection strobe in the Optima Safety Setup.

Conclusion

Single point faults have to be reduced as a first step in Functional Safety Verification. This ensures that there are a minimal number of faults without any safety mechanism. The OSP™ revolutionary technology allows users to experiment with different safety mechanisms in the DUSA (“Design Under Safety Assessment”, shown in image 2) and choose the method to reduce SPFs.

 

https://optima-da.com/wp-content/uploads/2021/09/Ask-the-expert-section-scaled.jpg 1871 2560 Sesha Sai Kumar https://optima-da.com/wp-content/uploads/2019/10/optima-da-logo2.png Sesha Sai Kumar2022-02-02 01:54:242022-05-31 03:04:52Ask the Expert: Reducing the Single Point Failure Count with Optimal Turnaround Time
Anastasiya Sasnakevich

Vehicle Security Vulnerabilities or What to Know About Automotive Cyber Attacks

January 30, 2022/0 Comments/in Blog, Resources /by Anastasiya Sasnakevich

The world as we know it is changing every day. Over the past five years passenger vehicles have experienced a massive increase in connectivity, and the trend will only continue to grow with the expansion of the Internet of Things (IoT) and increasing consumer demand for all-connectivity. Cars have practically turned into giant smartphones on wheels surfing the roads of big cities. As a result, unfortunately, this opens a lot of possibilities for hackers, allowing them to gain access to critical systems remotely using wireless connections. So, if you ask yourself whether your car can be hacked and stopped while driving 100 km per hour, the answer is – YES! Looking back at the famous Jeep Cherokee hacking incident in 2015, it has brought massive attention from the press, the governments and consumers who were appalled by the incident. This has made car manufactures take security seriously.

So, what are the vulnerabilities that criminals can exploit to hack a car?

Let’s have a look at some surprising example weak points that hackers can use to get access to your car.

Security weak points

  • Disabling brakes. You may think that you are in control of the brakes because you are physically in the car. Actually, it’s microprocessors in your onboard computer that send the signal that make your brakes work. Imagine hackers gaining access to your car’s onboard computer; they can manipulate the brakes and even stop the car. Moreover, this can cause tragic and even fatal consequences when driving on a highway or crowded road. For example, in 2010 a couple of security researchers showed that they could hack a Chrysler Jeep to hijack its brakes and transmission. Within just a few days Chrysler recalled over 1.4 million vehicles.
  • Tire pressure monitoring system. Tire pressure monitoring systems tell drivers when their vehicle’s tires pressure is too low or too high, offering helpful early warnings to get service. But when attacked, hackers can trigger warning lights and remotely track vehicles through the monitoring system.
  • Manipulating vehicle diagnostics. Repair shops and dealerships today largely rely on onboard vehicle diagnostics systems to perform the initial diagnosis of problems. Unfortunately, unscrupulous shops can manipulate your diagnostics system to make it appear that you need them to perform unnecessary repairs. That’s why it is important to use reputable trustworthy shops to avoid being tricked into unnecessary spending. In 2010 an angry employee hacked and disabled over 100 cars in Texas as revenge on his employer.
  • Radio and GPS destination. Having access to your car system, hackers can manipulate your radio by switching it on/off, changing songs and radio stations. It can be quite scary. Or simply changing your GPS destination. It can sound like a naughty trick, but this can have serious consequences. For instance, one recent hack used a drone to access a Tesla infotainment system, from which they achieved access to the entire car.
  • Air conditioning and heat control. Imagine driving on a cold winter day and suddenly being blasted by cold air with no ability to stop it. Not a very nice feeling at all, don’t you think? While this may seem less harmful, it may distract you while driving, thus causing an accident.
  • MP3 malware. The music you listen to in your car stereo can actually hack your vehicle. No kidding! Downloaded music with malware can get into your car’s infotainment system and make its way into other systems, including those that control your engine or brakes. So be aware of the consequences when downloading something from unknown sources.
  • Extended key fob range. Nowadays key fobs unlock vehicles when a person holding a fob is standing close to the vehicle. Nevertheless, car thieves can extend the key fob range with radio repeaters and unlock your car door when you are up to 30 feet away. Another well-known hack allows a Tesla Model X to be stolen with a simple Bluetooth arrangement. A piece of cake!
  • Smartphone access. Smartphones connected to your car can be at risk, should hackers get into your vehicle’s system and find your connected mobile phone. In this case, they may gain access to your credit card information, passwords and financial data. Actually, the situation with smartphones can have a dual meaning. As smartphones can open doors for hacking your vehicle, as well as your hacked vehicle can lead to stealing sensitive data from your connected phone.
  • Critical driving functions. Extra vulnerabilities open for hackers include control over the steering wheel, digital readouts for speed and fuel consumption, and the horn.

Conclusion

To sum up, as vehicles become more integrated into the IoT, the demand for security is growing. Security should be considered during development and not after the fact. Security architects and researchers should be involved to implement security measures. And automotive companies should understand that if applications for their cars can be exploited by hackers, this will have a negative impact and loss of reputation.

80% of cyberattacks happen at the application layer. Meanwhile, 90% of the IT security budget is spent on solving other security issues. Which leaves only 10% of the budget on application security contributing to 80% of the attacks. This needs to change!

 

https://optima-da.com/wp-content/uploads/2021/09/optima-blog-vehicle-vulnerabilities.jpg 404 800 Anastasiya Sasnakevich https://optima-da.com/wp-content/uploads/2019/10/optima-da-logo2.png Anastasiya Sasnakevich2022-01-30 12:00:432022-05-30 01:26:30Vehicle Security Vulnerabilities or What to Know About Automotive Cyber Attacks

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