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Over-The-Air Care @ Connected Car Expo.

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Over-The-Air Care @ Connected Car Expo.

  1. 1. www.AutoAlliance.org Creating Jobs Powering Our Economy Connecting People Driving Exports Fueling Innovation PoPoPoPoPoPoweweweweeririririrririnnnnn FF li II DDrrivi ing ExExppoortss g People Cars don’t just move your family Cars move America Learn more at
  2. 2. connected car he automobile is being reimagined as the center of an intermodal transportation solution as well as the cen- ter of our connected lives. The car has become depend- ent on connectivity and literally driven by electronics. The software-based car is the future and will transform how cars are built, sold, serviced and used. Corporate roles are fuzzier than ever. Consumer electronic giants are targeting the road while automakers target the living room. And the great equalizing power of the Internet and the new sharing economy is affecting the car like never before through innovative startups. From ride/car sharing and cyber security to electric vehicles and automated driving, the transfor- mation resulting from the auto/tech convergence is creating opportunities never before imagined. This continually escalating conflu- ence of technology, business models, innovation and big thinkers is precise- ly why the organizers of the Los Angeles Auto Show created the Connected Car Expo (CCE). CCE, now in its third year, brings together the entire new auto industry ecosystem. Its goal is to provide a platform for the companies, industries and leaders in this evolving marketplace to showcase their new developments, collaborate and spotlight the major trends that are shaping tomorrow’s transportation. The thought leaders gathering at CCE were curated by our powerhouse advisory board, who are also some of the top thinkers in the space. The CCE Advisory Board comprises execu- tives from Aeris, AT&T, CX3 Marketing, Elektrobit, Ellis and Associates, Google, MERA , Microsoft, Nvidia, Pandora, Strategy Analytics and the city of Los Angeles. This special Automotive News supplement on the connected car touches upon some of the most disruptive issues as well as tremendous opportunities facing our future. Navigating this transformative time for the benefit of all involved will take true collaboration and careful thought. The Connected Car Expo has become a crucible where tomorrow’s travel is being forged. Whichever way the road leads, it will be a history-making journey. Sincerely, Lisa Kaz By Lisa Kaz: President, ANSA Productions Los Angeles Auto Show, Connected Car Expo T PAGE 3 Auto/tech convergence is creating opportunities never before imaginedcontents4 Miles to go The challenges of achieving self-driving vehicles; semiautonomous cars to lead the way. 8 Fast start Connected Car Expo recognizes potential; innovation of startups to move the industry. 11 Going mobile? Major automakers are experimenting to see if mobility services can complement their existing businesses. 13 Cybersecurity After the Jeep Cherokee hacking debacle, automakers are taking on a dual role as software companies, as the industry scrambles to change its approach and practices. 14 Over-the-air care Once used for crash response and security, high-tech connections will offer relevant services on a daily basis. Produced by STORIES WRITTEN BY JULIE LIESSE
  3. 3. connected car PAGE 4 n the connected-car landscape, nothing is more intriguing — or challenging — than the idea of the autonomous vehicle. “We are on the beginning of a long path,” said Thomas Form, head of electronics and vehicle research for Volkswagen Group. “The idea of the autonomous car driving you from point A to point B, in normal traffic, will take some time. We have a lot to learn. We know now what we do not know.” Although automakers, Tier 1 suppliers and technology companies are working hard on self-driving systems, and automak- ers are adding semiau- tonomous features to new models — to help drivers park, stay in their lanes and drive in traffic jams — the fully autonomous or self- driving car remains a long-term target. “The big challenge is that the car has to judge situations while driving,” Form said. “That is what the human driver is doing every second of driving. There are situations you can easily handle, when it’s quite clear what to do. But when you add in pedestrians and bicycles and intersections, judgments become more complicated.” Handling this challenge is what Danny Shapiro, senior director of auto- motive for Nvidia Corp., calls “building the brain of the autonomous car.” That is, teaching it to distinguish between the flashing light of an ambulance and that of a delivery truck, for instance, or to recognize that if the door of a parked car begins to open, the occupant is likely to push that door wide open and get out of the car. “The systems we are building now are not fixed, but a brain — something that will learn and can be taught,” Shapiro said. Form said one of the top challenges for that brain will be learning to adjust to unexpected conditions such as changes in the weather — when ice develops on the road or when the car is driving downhill and suddenly fog appears. “That’s a small example,” he said. “There are a lot of situations we cannot yet handle today.” Brian Droessler, vice president of soft- ware and connected solutions in Continental’s Infotainment and Connect- ivity business unit, said:“The really difficult part is as you move off the high- ways onto city streets because those conditions are much more complex An illustration of how the new platform for autonomous driving that EB developed with Infineon Technologies and NVIDIA. The platform will enable vehicles to not just sense, but interpret what’s happening around them. Below, the brain of the Nvidia system. The challenges of achieving self-driving vehicles; semiautonomous cars to lead the way MILES TO GO I MILES CONTINUED ON PAGE 6 AUTONOMOUS PARK ASSIST 40% 30% FULLY AUTONOMOUS DRIVING 37% 27% AUTONOMOUS DRIVING HDT* 33% 26% AUTONOMOUS HIGHWAY DRIVING 34% 25% SOURCE: STRATEGY ANALYTICS *HDT: High-Density Traffic NOTE: The other two options not shown in the chart were “nice-to-have” and “not interested.” Percentage of U.S. consumers who con- sider autonomous or semi-autonomous features either as something they would pay more for when purchasing a vehicle or as something that would be a tie- breaker during vehicle consideration. 2014 2015 > Driving decisions SHAPIRO Hoffmeister: Integrating driver assistance with the human- machine interface is a key concern.
  4. 4. Detroit | Frankfurt | London | San Francisco | Shanghai | 800.229.4125 | covisint.com • Securely connecting vehicles in the cloud. • Enhancing the connected driving experience. • Supporting usage-based insurance connectivity. • Leveraging dealer networks to create loyalty. Creating a unique and secure connected vehicle experience
  5. 5. connected car PAGE 6 —more pedestrians, more infrastructure to interact with.” Early autonomous cars also will have to deal with the older vehicles on the road, those lacking high-tech features and still being driven by humans. A key concern is integrating driver assistance and the human-machine interface, so that the autonomous driv- ing system knows when to give control back to the human occupant of the car and how to “announce it” so the person jumps back to attention, said Karsten Hoffmeister, senior manager of the auto- motive software consulting business of Elektrobit. Droessler agrees: “One of the big issues and roadblocks is how we engage and disengage using the human- machine interface. From my perspective, it really is a long and winding road.” Part of Continen- tal’s work, for in- stance, is developing a driver analyzer cam- era that monitors what the human driv- er is doing in the car, by analyzing where the driver’s eyes are, how open they are and where the gaze is fixed. If things go wrong And the final, big task is figuring out what the car should do if something goes wrong. “It’s our biggest challenge at the moment,” Hoffmeister said. “In many control units, if something goes wrong, you simply switch off functionality, but a car in traffic can’t make a full stop as a fail-safe solution.” It’s also clear that autonomous driv- ing systems will depend on the founda- tion laid by several related technologies. Human-machine communication using voice recognition is the way the industry is heading. Voice command is generally per- ceived as the safest option because it doesn’t require a driver looking at or swiping on a screen, but the technology still needs work because its spotty per- formance has been a sore point with consumers. In addition, said Hoffmeister,“securi- ty is one of the biggest issues in building trust in these vehicles.” Automakers and Tier 1 suppliers need to secure the engineering and manufac- turing process from end to end so that consumers feel confident turning the wheel over to an autonomous system. Continuous updates needed Also critical is the ability to update the vehicles and their information con- tinuously, through over-the-air connec- tions between the automaker and the vehicle. An autonomous system’s ability to navigate will rely on up-to-the- moment mapping information, for instance. “Like Tesla, we all need to think of the car as a device that needs to be updatable,” said Manuela Papado- pol, director of global marketing for Elektrobit. But only a small percentage of today’s cars are equipped for over- the-air updates. Beyond all that, Droessler said, “the bigger roadblock is putting all this together in a cost- effective way that does- n’t scare consumers.” In addition to the daunting technical challenges, autono- mous driving will trigger changes in the auto industry ecosystem and the transportation infra- structure. Local and national govern- ments can do much to support the expansion of semiautonomous and autonomous driving, but also can potentially slow things down. Governments can prioritize their investment in certain road construction and lane-marking techniques, as well as standardized signage for the best recog- nition by autonomous systems — espe- cially in the U.S., Droessler said. Governments could potentially offer autonomous driving lanes simi- lar to high-occupancy vehicle lanes to create a feeling of safety for the driver in the early stages of autonomous driving. But not wanting to depend on governments moving for- MILES CONTINUED FROM PAGE 4 DROESSLER Continental expects partially autonomous technology in cars next year. Elektrobit’s Papadopol: Cars should be thought of as a device that needs to be updatable. MILES CONTINUED ON PAGE 10
  6. 6. Qualcomm Snapdragon is a product of Qualcomm Technologies, Inc.
  7. 7. connected car PAGE 8 HopSkipDrive offers an alternative view of mobility. or the first time, the Connect- ed Car Expo has named its Top 10 Automotive Startups - companies being recognized for their innovation and potential to move the industry forward. Hand-picked and closely vetted by the Connected Car Expo’s advisory board, the 10 companies will offer a glimpse of their businesses at the expo. “Automotive is complex: It is not a phone; it is 4,000 pounds of complex engineering. Advances in connectivity and autonomous driving will be difficult and different in many regards,” said Michelle Avary, vice president of auto- motive product and strategy at Aeris and a member of the advisory board. “But many of these startups have really, really great ideas. They can help the industry get to the place where the ownership experience is better, driving is safer and we can offer customers dif- ferent forms of mobility.” The startups fall into a set of vertical categories: alternative components, autonomous technology, connected vehicles, mobility and safety. Some are closely coupled with the existing auto infrastructure, some completely sepa- rate from it. Two of the startups, Getaround and HopSkipDrive, offer an alternative view of mobility. Two others, Quanergy and TriLumina, are working on LiDAR, laser technology that promises break- throughs for the mapping and sensing applications that are so critical for autonomous driving. Sober Steering will exhibit technolo- gy designed to detect drunken drivers. Driversiti is offering software that can replace a car’s safety systems and moni- tor a driver’s performance on the road. Capio is working to improve voice- recognition systems, and Nebula Systems provides a cloud-based way to aggregate a vehicle’s data and to diag- nose and fix faults in the electronic con- trol unit remotely. “We hope this will help people look at startups in a different light,” Avary said. “There is a lot of depth and breadth to startups affecting our industry. It’s not just Uber.” Innovation for the whole car One of the Top 10 Automotive Startups will showcase an all-new vehi- cle: Elio Motors will give attendees a look at its three-wheeled, 84-mpg $6,800 two-seat car. Automotive engineer and company founder Paul Elio said he dreamed F Connected Car Expo recognizes potential and innovation of startups to move the industry FAST START STARTUPS CONTINUED ON PAGE 9 Top 10 automotive startups ■ Capio: Next-generation voice-recognition technology ■ Driversiti: Cloud-based situational awareness technology for driver assistance systems ■ Elio Motors: U.S.-based startup automaker building affordable cars ■ Getaround: Car-sharing technology ■ High Mobility: Beacon technology connecting cars and users ■ HopSkipDrive: Ride-sharing service for kids ■ Nebula Systems: Cloud-based vehicle data analytics ■ Quanergy: LiDAR sensors for autonomous driving and 3-D mapping ■ Sober Steering: Sensors that detect drunken drivers ■ TriLumina: LiDAR technology for autonomous driving and gesture recognition SOURCE: CONNECTED CAR EXPO
  8. 8. connected car PAGE 9 about a company called Elio Motors when he was 8 years old. Now he’s work- ing on finalizing the $200 million in financing he needs to go into produc- tion, targeting first deliveries at the end of 2016. “The new automotive landscape in America makes a project like Elio possi- ble,” Paul Elio said. “Fifteen years ago, Americans knew what transportation looked like — and it was called an SUV.” Several societal trends, including cost-consciousness, environmental awareness and urban congestion, are boosting interest in Elio’s car, which already has more than 45,000 reserva- tions from prospective buyers. “We can be disruptive without hurting the big guys,” said Elio, who added that many of his cars will be bought as “and” vehicles, providing buyers with personal transportation as an alternative to the necessary larger cars they own. “In America at least, as a society we either have to urbanize more broadly or we have to find effective ways for people to have personal transportation,” Elio said. He points to research that indicates people’s ability to rise out of poverty, for example, depends in part on access to transportation. “There are parts of the answer we haven’t seen yet.” From the startups’ perspective, they bring not just new ideas but a new approach to the industry’s work on con- nected and autonomous cars. Risto Vahra, CEO of High Mobility, said: “Carmakers have been trying to do it by themselves but often apply old methodologies to a complex new para- digm. That is where startups like ours have a chance to make a differ- ence.We have been working to understand the culture of the auto industry.” Vahra’s background is in design at Volvo. His goal, he said, is to bring a Silicon Valley-style attitude to “make the technology friendly for people and to enable natural interactions with the car.” His six-person company, based in Germany, is working on “beacons” that would be installed in cars. These trans- mitters would allow the car to STARTUPS CONTINUED FROM PAGE 8 Paul Elio: “We can be disruptive without hurting the big guys.” STARTUPS CONTINUED ON PAGE 10
  9. 9. connected car PAGE 10 ward on infrastructure improvements, Form said VW’s commitment is for the autonomous car to drive safely “without any additional infrastructure.” “In the last few years, autonomous driving is looking more at how we can embed the technology in the vehicle rather than relying on the external net- work,” he said. Freed up for other tasks Despite the work that remains, industry insiders are confident there’s no turning back. “Nothing happens as quickly as we think it will,” Droessler said, “but it looks like this will become a differentiator for the manufacturers — they want to compete on this.” He said Continental expects: ■ Partially autonomous technology in cars next year. ■ Highly autonomous cars starting to roll out in 2020. ■ Fully autonomous cars available by 2025, though he cautions that fully autonomous technology might not reach even 30 percent market penetra- tion until 2050. With such a timetable, he said, “I don’t think we’ll see as much change in the short term. In this time period, we’ll still need standard gauges, steering wheels, pedals and forward-facing seats. But down the road, that time when you are not engaged in the driving task becomes the time when a lot of other things can happen in the car.” Shapiro sees the addition of autono- mous and even semiautonomous fea- tures changing the relationship between the human occupants and the car, and how the ride looks and feels. “What we’ll see are more and more screens, touch interfaces, dashboards in the windows with information,” he said. “More autonomous driving means that you can be working or doing things like watching movies while you’re riding. Commerce will take place in the car, whether that’s making reservations at restaurants or booking hotels — and that commercial opportunity makes many businesses interested in being part of the connected car.” Down the road, as autonomous sys- tems gain traction and increased num- bers reduce costs — and lead to still more cars purchased with autonomous features — the industry will be able to broadly reimagine how cars are built. “Once you employ autonomous driv- ing and start eliminating accidents, you can start eliminating things like airbags,” Shapiro said. “The car can start to look and feel more like a train car, with no steering wheel. And then our whole notion of transportation will change.” MILES CONTINUED FROM PAGE 6 communicate directly with nearby elec- tronic devices such as smartphones. “As a person approaches the car, the car is already doing background checks to decide if it should open the doors, for instance, or blink the lights,” Vahra said. High Mobility’s platform would allow automakers to decide what specific fea- tures or apps to offer through the bea- cons — possibly including, down the road, vehicle-to-vehicle or vehicle-to- infrastructure communication options as well. “The whole auto industry is funda- mentally changing,” Avary said. “Millen- nials who have less disposable income are less inclined to spend that income to pur- chase a vehicle until they have a family. That extreme delay in purchasing speaks to a fundamental shift in our view of mobility. If you look at the way society is moving, away from the suburbs and back into the city, a future based on pulling your electric vehicle into your Wi-Fi- equipped garage — it’s silly to limit your- self to that vision. “We are at a huge intersection of big demographic, psychographic, environ- mental and economic changes hitting the auto industry at a time of great tech- nological changes in things like core connectivity and electrical systems. These startup companies are coming at the industry from such unique perspec- tives — they have rejuvenated us, and filled us with excitement and hope.” STARTUPS CONTINUED FROM PAGE 9 Germany-based High Mobility is working on “beacons” that would be installed in vehicles and would allow the car to communicate directly with nearby electronic devices such as smartphones. ““ “As a person approaches the car, the car is already doing background checks to decide if it should open the doors, for instance, or blink the lights.” Risto Vahra, CEO of High Mobility
  10. 10. connected car ueled by new technology and motivated by demographic and economic trends, transporta- tion experts are taking a fresh look at how to help people get where they want to go. In the wake of services such as Lyft and Uber, startups are employing connected- car technologies to ease car and ride shar- ing. Municipalities are looking at new tran- sit, parking and mobility technologies. And automakers including Ford Motor Co., Daimler AG, Honda Motor Co. and General Motors are experimenting to see if mobility services can complement their existing businesses. To some degree, the automakers may have little choice. Ford’s GoDrive experiment “Times are changing,” said Alicia Agius, project lead for GoDrive, Ford’s car-sharing experiment in London. “Urbanization affects mobility. People are settling down later, moving to the sub- urbs later. The younger generations are much more used to a sharing economy in general. Services like Airbnb have made them comfortable with the concept of not owning, but using products. And with on- demand, app-based services, anything is available with the push of a button.” In addition, she said, in the world’s densely populated cities such as Lon- don, environmental concerns and con- strained parking situ- ations make it more difficult to own a car. “On the surface, it seems there is a con- flict for an [automak- er] to talk about car sharing, but really it makes absolute sense,” Agius said. “When you look at the world’s highly urbanized areas that are going to contin- ue growing in the decades to come, it is not going to be practical for everyone to Major automakers are experimenting to see if mobility services can complement their existing businesses AGIUS F GOING MOBILE? MOBILE CONTINUED ON PAGE 12 PAGE 11
  11. 11. connected car PAGE 12 own their own cars, let alone two or three per household. We need other solutions in place that allow people access to a vehicle if they can’t own one. It’s a way of keeping vehicles relevant in those areas.” GoDrive is one of two dozen mobility experiments Ford is conducting within its Smart Mobility initiative. It offers Londoners the opportunity to rent a car by the minute, on demand, with no membership and no reservation required for pickup or drop-off. Users can pick up a Focus EV or a Fiesta with a 1.0-liter EcoBoost engine from one loca- tion and drop it off at another, in a Ford- guaranteed parking spot. “Car sharing has been around for a long time. It’s just that in the old days, we used a clipboard and handed you the keys,” Agius said. “These technology enablers — the app-based system to find and reserve the car, to unlock it with the smartphone, to find the parking space — make sharing more main- stream.” She said Ford is using experiments such as GoDrive to gather as much infor- mation as possible about people’s atti- tudes toward cars, driving and sharing. So far, she said, “People say what they like is the flexibility of cars. Cars allow them to have adventures and discover new things in the city; they associate cars with inde- pendence. But there are stresses to car ownership in cities like ours, and tradi- tional car-sharing models don’t support that flexibility and freedom.” Startup standouts While automakers consider alterna- tives to the traditional ownership model, startup companies are offering cus- tomers new transportation options. San Francisco-based Getaround offers peer-to-peer car sharing: Car owners can sign up to share their cars (and make money) with others who need a ride for an hour, a day or a week- end. Getaround’s connected-car tech- nology allows renters to use a smart- phone to browse available cars, make reservations and access the car. Getaround’s mission, said Meg Murray, the company’s head of communi- ty, is to reduce the number of cars on the road by getting more use out of vehicles that sit unused for large chunks of time. “We think that globally, the current transportation model is unsustainable because of factors like traffic problems and air pollution,” she said. “We hope to help solve the problem of car overpopu- lation.” The service is available in six cities — the latest being Chicago, where Getaround is partnering with the city in a federally funded study to explore car sharing. In one of Ford’s mobility exper- iments, Ford Motor Credit Co. has encouraged 14,000 Ford owners to share their leased cars on Getaround. HopSkipDrive is another California- based transportation option created to address a specific need: parents who have to get their kids from one place to another. “Solutions like Uber and Lyft aren’t for kids,” said Joanna McFarland, one of three Los Angeles-area moms who cre- ated HopSkipDrive. The company hires caregivers who have available time and wheels to drive children from school to soccer practice, for instance. Drivers are screened and the service uses a series of security checks — including orange T-shirts for the drivers, orange flags on the cars and constant wireless communication with the parents — to ensure a safe ride. “It’s a service for all kinds of families — when both parents work, for single- parent families, for those who don’t own a car or for divorced parents who may not want to see each other when they drop off their kids,” McFarland said. Families pay by the ride, pay a premi- um for rush-hour service and can save by buying multiple-ride packages. She said a surprising number of HopSkip- Drive rides are provided to children ages 14-17. “There’s been a clear shift in terms of kids not getting their driver’s licenses right away, for many reasons,” McFarland said. “For me and my generation, the license was freedom, a connection to the outside world. Now, kids are connected to the outside world in their bedroom, with a computer or phone. And they have grown up with carpools and are used to being driven around by some- one else.” McFarland said HopSkipDrive can provide a model for transporting not just children, but perhaps older people or those with special needs — anyone who needs a little more than just a ride. “The attitudes around car sharing and ride sharing are changing,” she said. “But people also are more interested and will demand better public transportation options, too.” Getaround’s Murray said: “Uber and Lyft are becoming household names, with those ‘last-mile’ solutions they offer. Getaround is a longer version of that, for weekend trips or that longer road trip to Ikea. All of these options are pretty amazing, and then you throw in autonomous and connected cars — a future when you can summon a car to you to drive you wherever you want to go. “Cars will become moving pieces that are shared resources to take you any- where you need to go in the city.” MOBILE CONTINUED FROM PAGE 11 McFARLAND GoDrive is one of two dozen mobility experiments Ford is conducting.
  12. 12. connected car hen hackers Chris Valasek and Charlie Miller proved this year that they could wireless- ly take control of a Jeep Cherokee, it set off alarms throughout the auto industry. Hackers already had shown they could tinker with vehicle operating and communication systems. But when Valasek and Miller used a vulnerability in the Internet-connected infotainment system to shut off the Jeep’s transmis- sion in St. Louis traffic — prompting a recall of 1.4 million vehicles by Fiat Chrysler Automobiles — it very publicly raised the stakes for the auto industry. It also kicked off another round of discus- sions and debate about the security of the connected car. Valasek, hired with Miller in August to work on security at ride-hailing serv- ice Uber, said his goal was to raise awareness and push the auto industry to change its approach and practices. “Security can’t be an afterthought to this process, and trying to make some- thing secure after you make it is harder than trying to secure it during manufac- ture,” he said. “The auto companies need to acknowledge that whether they like it or not, they are software compa- nies now. They are going to have to learn about software security.” He said the auto companies are in the same sort of position that Microsoft found itself in back in 2002. Faced with Microsoft’s reputation as a “leaky” com- pany attacked by viruses, worms and other security breaches, then-Chairman Bill Gates wrote his famous “trustwor- thy computing” memo that promised to change the company’s culture and to choose security first in product devel- opment. Said David Strickland, former administrator of the National Highway Traffic Safety Administration: “We knew we would come to a point where the connected vehicle and the importance of cybersecurity were going to intersect. No one thought we’d be seeing a need for enforcement actions so soon.” Strickland and Valasek are headlin- ers in the discussion about cybersecuri- ty at the 2015 Connected Car Expo this month in Los Angeles. They’ll discuss the newsmaking safe- ty issues and security of the car’s oper- ating and infotainment systems. But also on the radar are privacy and data security, as connected cars develop increased ability — and valid reasons — to collect information from and about their owners. The industry’s Information Sharing Advisory Center initiative already is looking at security issues. And immedi- ately after the FCA hack, U.S. Sens. Edward Markey, D-Mass., and Richard Blumenthal, D-Conn., introduced legis- lation, the Security and Privacy in Your Car Act of 2015 (SPY Car Act), that would direct NHSTA and the Federal Trade Commission to develop stan- dards for securing the operating sys- tems and the privacy of connected cars. Experts stress that, practically speak- ing, no connected car will be 100 percent safe from attack, whether the hacker is seeking to take control of the vehicle or to steal personal or financial information. “Today’s car is a network on wheels- and some of the network components are small and not very bright,” said Connected Car Expo panelist Karl Heimer, special adviser for cybersecuri- ty to the state of Michigan. With its hundreds of millions of lines of code, the connected car is statistical- ly unlikely to be perfectly secure, he said. And then there’s the cost. “You can partition, encrypt — you can do things to make a vehicle more and more safe,” said Strickland, now a partner at Venable law firm in Washington, “but there is a tipping point where the cost will make the vehicle beyond the reach of regular buyers.” Another cybersecurity panelist, Andre Weimerskirch, associate research scien- tist at the University of Michigan Transportation Research Institute, said: “You can break into any house you want to; the question is, how much effort does it take to do it? The task of everyone who is working on this is to understand the potential profit a hacker can get out of a car, and then make it unattractive to them.” Meanwhile, there already are concerns about who owns or should have access to the car’s information. Strickland said car buyers also likely will need to provide “affirmative consent” to automakers about what information is collected and how it is going to be shared and used. It’s a tough proposition, Weimer- skirch said, pointing out that once pri- vacy and security technology are put in place, some features and popular apps that consumers want might not work anymore. Having watched the security discussion for years, Valasek said he has been frustrated by the automakers’ per- ceived unwillingness to share what they are doing in connected car security. Strickland said he understands the need for the automakers and Tier 1 sup- pliers to protect their production processes. He also said: “The answer to questions of security can’t just be, ‘Trust us.’ For the success of connected and autonomous vehicles, the industry is going to have to have a more thoughtful and transparent answer to this.” Heimer said with the fast-moving developments on so many fronts, he favors a broad-based national discus- sion about connectivity, safety and data privacy in the auto industry. PAGE 13 W After Cherokee hacking debacle, automakers are taking on dual role as software companies CYBERSECURITY STRICKLAND
  13. 13. connected car PAGE 14 hether it’s providing security patches or downloading the key to a shared vehicle, over-the- air technology increas- ingly is the foundation of the new world of connected cars and mobility. “It used to be that, in a car, over-the- air connections were used for things like crash response and stolen car security systems,” said Brian Greaves, director of product development for AT&T’s Internet of Things Solutions and a for- mer OnStar executive. “But now we’re entering an era where these connections will provide services that are relevant on a daily basis.” Right now there is a huge focus on infotainment and being able to update apps over the air, Greaves said. But the real value will come when automakers have two-way communication with each vehicle, remotely updating soft- ware and firmware (the built-in software that runs a hardware device) throughout the vehicle — and gathering data. “As an [automaker], if I can pull data from the vehicle constantly — calibrate the performance, fuel economy, han- dling — I can continue to adjust and improve the driving experience throughout that vehicle’s life cycle,” Greaves said. He compares it to smartphone tech- nology. “That phone is great when you first open it up, but that does not mean it is exactly what you will have for the rest of its life,” he said. “And there’s no reason your connected car shouldn’t continue to improve through its life cycle, too.” Perfect storm of interest Yoram Berholtz, director of market adoption for Redbend by Harman, said the interest in over-the-air updating is being fueled by a perfect storm: ■ Consumer interest in infotainment in the car and the need to keep that soft- ware updated and problem-free. ■ Automakers’ interest in being directly connected with their vehicles. ■ Everyone’s interest in security, espe- cially the ability to immediately provide software patches and updates that pro- tect drivers. Mahbubul Alam, chief technology officer for Movimento Group, said over- the-air updates will help deliver what consumers want in vehicles today. “We are not necessarily changing cars for the horsepower anymore, but changing to keep up with the technolo- gy,” Alam said. He said he believes that is a factor in the 60 to 70 percent lease rates for high- end vehicles. Those drivers don’t want troubles after the warranty ends. They want access to the newest technology, which they can get only by moving to a new model. “We want the latest, greatest technol- ogy, but there’s no way to easily update it,” Alam said. “By the time you drive off the lot, the software in your car is already two or three years old. But in the app and software world, we are now dou- bling features and functionality in less than a year. Unless the car becomes a platform for delivering those new soft- ware and features, the industry will be left behind.” From an automaker’s perspective, over-the-air updates will enable them to keep vehicles current. For owners, updates not only will keep the vehicles current, but help keep resale values higher. Dealers could keep it going Where do dealers fit in all this? Alam said after a manufacturer’s commitment to service and update a vehicle expires, perhaps the dealership can pick up that contract to provide over-the-air updates. Or perhaps dealers can help owners customize their vehi- cles’ software to local needs. “It allows dealers to bring new servic- es to the community of car owners,” Alam said. “The business is moving. Dealers need to start moving also and change from only servicing mechanicals to becoming mechanical and software experts.” Some of the impetus for over-the-air updating will come from the growth of car sharing, which Alam believes will become a more dominant and main- stream transportation choice by 2020- 22. Ride-sharing services such as Uber and Lyft rely on over-the-air communi- cations for an easy and seamless con- sumer experience, and car-sharing com- panies such as Getaround are introduc- ing customers to the idea of smartphone “keys” and personal driving preferences that can be downloaded from the cloud. Limitless possibilities “We are at the infancy stage with all this,” Alam said. He and Berholtz estimate that only a small number of vehicles in the U.S., perhaps 2 to 7 percent, have some capacity for over-the-air updates. But Alam said some 2018 production cars will have over-the-air capabilities for the head unit, or control box, and its info- tainment apps and features, and that the instrument cluster and new connectivity for safety features soon will follow. Greaves said he thinks it will be at least five to 10 years before the majority of new vehicles will be equipped with over-the-air updating capabilities. Berholtz predicts that by 2020, most vehicles will have the capability to update all the issues that arise with their systems. Then the possibilities are limitless. For instance, Greaves said AT&T already is getting requests to do over-the-air updates at factories and port locations, so that a vehicle’s information and sys- tems can be instantly synchronized with local laws, mapping information and the like. Once used for crash response and security, high-tech connections will offer relevant services on a daily basis W GREAVES ALAM OVER-THE-AIR CARE
  14. 14. As consumers’ lives become increasingly integrated to a network of devices, data and applications, Faurecia’s experts have made comfort, customization and connectivity a priority within the vehicle. With the advent of the autonomous vehicle, our vision has evolved to ensure Faurecia’s interiors enhance the life on-board experience and drive well-being, so that drivers become passengers and driving becomes the distraction. VISIT US AT THE CONNECTED CAR EXPO (NOVEMBER 16-17) TO SEE HOW WE’RE VISUALIZING THE FUTURE. LET US MAKE DRIVING THE DISTRACTION.

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