AUTOCRYPT, Author at AUTOCRYPT

29 June, 2021 . 6 mins read

The Rise of Demand-Responsive Transport and the Technologies Behind It

Discussions surrounding transportation technologies have always been dominated by the automotive industry, with electric vehicles and autonomous driving being the two hottest topics recently. But we seldomly hear about how these technologies can be applied for public transit and mobility services. There is no doubt that the automotive industry has been driving innovations and breakthroughs through electrification, automation, and connection. Yet, the automotive industry is only one part of the mobility scene. Other forms of public and private transit make up a significant part of our daily travels as well. Therefore, it is equally important to apply the technologies to these industries. To truly improve the quality of mobility for all, we need to think beyond the perspective of drivers and seek ways to make travel better and more enjoyable for all kinds of passengers.

The good news is that there are many firms in the industry actively working on applying these transformative automotive technologies to other areas of mobility. Among them, demand-responsive transport (DRT) is one of the fastest-growing fields, with the potential to revolutionize mobility for all.

What is Demand-Responsive Transport?

For generations, public transit has always been a supply-oriented service, in which the time and location of supply is fixed on a schedule; ultimately, the user needs to adapt to the schedule to use the service. Such services are quite inconvenient for people living in suburban and rural areas, and nearly impossible to use for those with accessibility needs.

Demand-responsive transport (DRT) has the potential to solve these problems as it responds to individual demands by either matching passengers with the nearest supply available, or dispatching supply directly to serve them. A centralized system collects real-time location and occupancy data from every vehicle in the network, then uses these data to calculate optimized matches.

DRT can take many forms and opens a wide range of business opportunities. For instance, it can either be directly operated by a fleet owner or be entirely decentralized where drivers and riders meet through a third-party platform. In fact, one of the most well-established DRT services is ridesharing platforms, where independent drivers use their own cars to offer services to passengers. The role of the platform is to match the demand of the passengers with the supply from the drivers. These ridesharing platforms have been well received among urban millennials and have become a popular alternative to driving. However, apart from ridesharing platforms, there are many other applications of DRT that are less known. In this article, we will introduce how DRT is applied in a variety of mobility services.

Demand-responsive public transit

Believe it or not, DRT has already been applied to many of our public transit systems. Many public transit operators use real-time fleet data to increase efficiency and reduce the cost of fixed-route services. This is widely used for bus routes as buses are highly susceptible to unexpected traffic situations. The fleet managers receive data with regards to time, location, and vehicle occupancy rates, and redirect buses based on the data. This is especially useful during times of single-bound heavy traffic, where there can be many buses stuck in traffic going in one direction while the other direction without traffic is left with no buses at all. Under such situations, the fleet manager could ask the passengers of a relatively empty bus to get off and wait for the next bus behind, while redirecting the bus for a U-turn to serve the opposite direction.

Of course, the U-turn method is far from perfect since it would cause inconvenience to a small group of passengers. But the advanced fleet management systems today allow for more automated monitoring by studying the data patterns to predict times of unbalanced traffic and dispatch buses accordingly ahead of time.

Personalized transit services for rural and underpopulated areas

It has always been difficult for local governments to provide public transit to rural areas with low population density. Residents living in these areas might only get a few buses a day arriving at their stop, making public transit unusable. In this case, many municipal governments collaborate with local startups to establish transit-booking platforms for rural residents. Instead of running on fixed routes, the customers can either call or use their mobile apps to book their trip ahead of time. The service will then be dispatched to accommodate the specific needs of each customer. Instead of operating a bus on a fixed route, these transit-booking services can significantly reduce unnecessary operating costs while making mobility easier for rural residents.

On-demand transit services for people with accessibility needs

In many parts of the world, publicly funded paratransit services can be very limited or entirely absent. Even in developed countries with well-established paratransit services, the response time can be slow and reservation ahead of time is usually required. With the help of vehicle connectivity and advanced fleet management systems, more responsive and convenient paratransit services are slowly being tested around the world.

For instance, over the past year, AUTOCRYPT has worked with 2U Social Cooperative to establish a barrier-free transportation assistance platform for residents with accessibility needs in the city of Busan. Equipped with AUTOCRYPT’s fleet management system, the platform monitors the location of all vehicles in real-time, whereas the customers can request a vehicle anytime from the mobile app. Different from other mobility platforms, it also offers personalized accommodation such as text-to-speech services for those with vision impairments. Secure and automated payment is also supported.

demand responsive transport 2u — UI for AUTOCRYPT’s demand-responsive transport app, made for 2U Social Cooperative

The Technologies Behind Demand-Responsive Transport

The key to demand-responsive transport is internet connectivity and data sharing. To match demand and supply, fleet managers need to have access to the real-time location and onboard capacity of every vehicle, as well as the pickup location of every passenger. An advanced fleet management system makes this process even simpler as the system automatically analyzes the data to find the optimized match.

Clearly, demand-responsive transport systems need to share and process a lot of data, which may contain the personal and payment information of the passengers and drivers, as well as other information on driving behaviour and vehicle maintenance. Hence it is crucial to have the necessary security measures to keep communications safe from hackers and other external threats. As a result, encryption and authentication technologies are just as important as the internet connectivity itself.

AutoCrypt FMS builds fleet management solutions for demand-responsive transport by putting security as the number one priority, actively working with firms who wish to provide smart mobility services. By building a secure foundation for all vehicle-related connections, AUTOCRYPT seeks beyond the automotive industry and looks forward to bringing smart mobility for all.

To stay informed with the latest news on mobility tech and automotive cybersecurity, subscribe to AUTOCRYPT’s monthly newsletter.

28 June, 2021 . 3 mins read

AUTOCRYPT Brings V2X and In-Vehicle Security to Europe with New Munich Office

MUNICH, June 28, 2021 — AUTOCRYPT Co., Ltd., a leading mobility security solutions provider, announced the opening of its first European office in Munich, Germany in June 2021. The new office, AUTOCRYPT Technologies GmbH, is expected to play a key role in the company’s active work with European OEMs on building V2X, in-vehicle, and Plug&Charge security solutions, as well as its ongoing discussions to participate in the development of Europe’s Cooperative Intelligent Transport Systems (C-ITS).

Currently in talks with several European OEMs and Tier 1 suppliers on establishing business development and joint R&D partnerships, AUTOCRYPT chose Munich as its first European hub for its strategic location on the continent. Sitting at the center of both an automotive powerhouse and a massive transcontinental road network, Munich is an ideal contact location for European-based C-ITS developments and Plug&Charge initiatives.

“Europe will play a large role in the mobility revolution, which will require comprehensive security. Hence our goal is to introduce AUTOCRYPT’s world-class technologies and solutions in V2X, in-vehicle, and Plug&Charge to European OEMs, suppliers, and regulators,” said Daniel ES Kim, AUTOCRYPT’s CEO and co-Founder. “We expect the Munich office to bring us closer to our business partners in Europe, serving as a solid foundation for our long-term plans.”

european office ceo — AUTOCRYPT’s CEO and Head of Business Development at AUTOCRYPT’s European HQ

As the sole V2X security provider for South Korean C-ITS projects, AUTOCRYPT’s V2X-PKI technology goes beyond the standards of the SCMS and the EU CCMS, with one platform issuing certificates for both. It has also built several in-vehicle security solutions for global OEMs in compliance with the UNECE’s WP.29 regulations on cybersecurity.

Along with its crucial role in constructing security architecture for autonomous driving, Public Key Infrastructure (PKI) is also essential for Plug&Charge in accordance with ISO 15118. As one of the fastest-growing EV markets with over 280,000 public charging points, Europe is at the center of Plug&Charge development. Through its European office, AUTOCRYPT plans to continue strengthening its partnerships with European EV manufacturers, EVSE manufacturers, and charge point operators to secure communication points between vehicles and charging infrastructure.

With rising demand for automotive cybersecurity solutions, AUTOCRYPT’s end-to-end approach to security allows for companies to easily navigate the complexities of the new mobility landscape.

9 June, 2021 . 3 mins read

Mobility data security company AutoCrypt becomes latest ITF Corporate Partner

This article was first provided by the International Transport Forum, and was published here.

Korean transport security technology firm AutoCrypt has joined the Corporate Partnership Board of the International Transport Forum (ITF). As an ITF corporate partner, AutoCrypt will bring their expertise to ITF work on intelligent transport systems, digitalisation and safety.

AutoCrypt is a mobility security provider dedicated to the safety of future transportation. Founded in 2007 as an in-house venture of former ITF corporate partner Penta Security Systems, AutoCrypt became a separate entity in 2019 as its presence expanded worldwide.

Recognised by industry new platform TU-Automotive as the Best Auto Cybersecurity Product/Solution of 2019 and a finalist for Automotive Tech Company of the Year 2020, AutoCrypt provides core security components to protect the communication of connected vehicles and in Intelligent Transport Systems (ITS) more broadly.

The ITF is an intergovernmental organisation with 63 member countries that facilitates global dialogue for better transport. It acts as a think tank for member governments and organises an Annual Summit of transport ministers. The Corporate Partnership Board is the ITF’s platform for engaging with the private sector and enriching global transport policy discussion with a business perspective.

Young Tae Kim, Secretary-General of the ITF, said: “Smart, innovative transport solutions for the 21st century will only work if the data they rely on is secured in the best possible ways. The ITF is proud to work with AutoCrypt as one of the global leaders in this critical area for the future of mobility. We look forward to exploring the challenges and the solutions to this rapidly evolving field with the help of AutoCrypt’s world-class expertise and innovative prowess.“

Daniel ES Kim, CEO of AutoCrypt, said: “Autonomous driving and smart mobility have been making great headway in technological development. However, without proper security architecture in place, we are only increasing the risk of data exposure. With the Corporate Partnership Board, our hope is to collaborate with other innovative corporations to highlight the importance of secure transportation and mobility.”

The members of the ITF Corporate Partnership Board are: AB InBev, Airbus, Arrival, Alstom, Aramco, AutoCrypt, Bosch, ExxonMobil, Iberdrola, Incheon International Airport, Kakaomobility, Michelin, NXP, PTV Group, Penta Security, RATP Group, Shell, Siemens, SNCF, SPEA Engineering, TIER Mobility, Total, Toyota, Uber, Valeo, Voi, Volvo Cars, Volvo Group and Waymo.

More information about the ITF’s Corporate Partnership Board, including recent work on blockchain, new mobility, data-driven transport policy, and decarbonising transport is available at www.itf-oecd.org/CPB.

7 June, 2021 . 7 mins read

The Changing Automotive E/E Architecture and What it Means for the Supply Chain

Computer on Wheels: The Software-Oriented Car

The E/E architecture of the car is changing dramatically. As the common saying “computer on wheels” suggests, automotive technologies are now divided into two streams: the “wheels” and the “computer”. The “wheels” represent the hardware, the good old engines and hydraulics that keep the car rolling, while the “computer” represents the software programs that give instructions to the hardware on what to do. Cars are literally becoming computers, where software programs utilize hardware resources to deliver results.

This is not to say that hardware is no longer important. Of course, the core of the vehicle still lies in its hardware, which serves as an ultimate indicator of its performance. However, as OEMs continue to introduce software-enabled features from adaptive cruising to hands-free voice command, the average car buyer is caring less and less about horsepower and torque, but more about tech features and carbon footprint. As a result, most of the innovations and breakthroughs in the automotive industry today occur on the software end, guided by four major industry trends: connectivity, electrification, automation, and mobility-as-a-service (MaaS).

Likewise, the more consumers demand these features, the more OEMs must focus on improving them. This cycle has not only brought significant changes to the car manufacturing process but has forced the OEMs and Tier 1 suppliers to redefine their roles and responsibilities, leading to a ripple effect down the entire supply chain.

In this article, we will look at some major changes and trends with regard to vehicle architecture.

Centralization of the E/E Architecture

Up until recently, Tier 1 suppliers have been responsible for both hardware and software. They supply OEMs with complete vehicular parts integrated by the necessary software, while software firms mostly acted as Tier 2 suppliers who served their technologies to the Tier 1 suppliers. This architecture worked because when electronic systems were first brought into cars, they were simple programs that served as add-ons to the existing hardware. Each of these systems were built into an electronic control unit (ECU), which would then get integrated into the hardware. Individual ECUs have very low computing power such that every ECU is designed to control only one part of the hardware. Take the remote key fob for example: the ECU that manages the door lock system receives the signal, then instructs the door on what to do.

However, as more and more sophisticated add-on features were built into the car, the traditional architecture has become very costly and inefficient. Drivers today expect their smart keys to not only control the door lock system, but also allow them to remotely switch on the car, adjust the climate, and even give the car instructions for self-parking. This means that the smart key features alone require up to a dozen of ECUs each in charge of a single function.

To support even more complex features like the adaptive driving assistance system (ADAS), which requires the cooperation of many cameras and sensors, a typical car today can contain up to a hundred ECUs. Clearly, this scattered vehicle architecture is becoming increasingly expensive and unsustainable because there is simply not enough space in a car to accommodate hundreds of ECUs and wires.

This has led to a major change in the electrical and electronic (E/E) architecture of the car. Instead of having an entirely distributed model, with every ECU serving a particular function, the industry is moving towards a centralized E/E architecture. OEMs are starting to group all ECUs by their domains of service in a process called domain consolidation. For instance, all ECUs and sensors with regards to the powertrain are grouped into one domain, while all these with respect to the infotainment system are grouped into another domain. The entire domain is then controlled by the domain controller, which consolidates all the functions within that domain to ensure optimized system performance. Lastly, a gateway collects all information from the domain controllers and communicates such information with external parties when necessary.

This centralized E/E architecture is expected to significantly reduce the number of wires and increase the overall computing power of the vehicle. Expected to become the predominant vehicle architecture by the mid-2020s, this new model will help OEMs reduce manufacturing costs and free up room for more software features to further enhance the capabilities of autonomous vehicles, contributing to a seamless driving experience.

Segregation of Hardware and Software

The increased complexity of software-enabled features has led to another change: the separation of hardware and software in the car manufacturing process. As the E/E architecture becomes centralized, it is no longer efficient to build hardware parts with individual software programs attached. Manufacturers now need to build more complete software programs that oversee a whole domain of functions. As a result, it becomes more efficient to segregate the manufacturing process of hardware and software components.

Therefore, instead of having a single piece of software added onto every hardware element, both the hardware and the software are treated as core components in the architecture. Additionally, with the increased sophistication of software technologies, software components need to be developed on specialized and segregated platforms from the hardware.

Soon after, the industry may reach a point where a few software programs take control of all the functions of the hardware, just like how a single operating system controls all the hardware of a computer.

What it Means for the Supply Chain

For many decades, the automotive supply chain operated like a tier system. The OEMs were at the top of the pyramid, after which Tier 1 suppliers like Magna, Bosch, and Continental supplied completed parts to the OEMs. Raw materials were provided by Tier 2 suppliers. With a sudden surge in software needs throughout the past two decades, software firms joined the supply chain at Tier 2. These firms provided middleware and software development kits for every hardware component and sold them to the Tier 1 suppliers so that they could integrate them into the hardware. Many of the Tier 1 suppliers also set up their own software divisions or acquired software firms to enhance their power.

Today, most Tier 1 suppliers are responsible for integrating software functions into hardware parts, after which the finalized parts are sold to the OEMs. In other words, Tier 1 suppliers oversee the software integration process, while OEMs have the power of determining which parts to use.

However, the current model is facing another disruption. As the E/E architecture gradually becomes centralized, software programs are clearly becoming more crucial to the car. At the same time, the segregation of hardware and software means that more specialized software providers will emerge in the market. The role of the OEMs will be to consolidate the software platforms into their vehicle hardware. Currently, most software components are non-differentiated, meaning that they could be installed across different vehicles. As the centralization process continues, a significant portion of software will be differentiated, which means that they would need to be programmed specifically for individual car models. As such, it is crucial for OEMs to work closely with the software suppliers because once a software platform is fixed, the entire system would need to be built on that platform. Once a software platform is locked up, it becomes very expensive for the OEM to switch to other alternatives.

Clearly, these changes will likely disrupt the tier system and flatten the automotive supply chain so that suppliers of hardware, software, and semiconductors, along with OEMs, play equally important roles. Instead of having one supplier working on top of the other, horizontal collaboration is more important than ever. Eventually, the automotive market could look very similar to the PC and smartphone markets, where hardware manufacturers consolidate components provided by semiconductor firms and software companies.

AUTOCRYPT and Its Role in the Automotive Supply Chain

An automotive cybersecurity vendor, AUTOCRYPT is taking a crucial role in the software end of the vehicle manufacturing process. As an end-to-end solution provider that covers every dimension of security from in-vehicle and V2X, to EV charging and fleet management, AUTOCRYPT is actively working with OEMs and infrastructure developers to build a strong foundation for connected mobility by offering a complete cybersecurity ecosystem.

To stay informed with the latest news on mobility tech and automotive cybersecurity, subscribe to AUTOCRYPT’s monthly newsletter.

27 May, 2021 . 8 mins read

The Future of the Car: A Paradigm Shift of the Century

A key characteristic of the fourth industrial revolution is that conventional machines and electronics are reinvented or combined into “smarter” all-in-one products, blurring their original definitions. For instance, the smartphone was reinvented by combining a conventional cellphone and a computing device. The smartwatch was created by combining a conventional watch and a computing device. The smart speaker was a combination of a conventional speaker and a computing device. The list goes on. Instead of drawing new things out of scratch, the fourth industrial revolution seems more like an overhaul to our existing world, where we reinvent existing items and redefine their purposes, often by combining them with computing capabilities and connecting them to the cloud. What’s more interesting is how people’s perceptions and attitudes towards these products change as they experience and interact with them. Since these reinvented products tend to serve a variety of purposes that overlap with one another, users have more options available at their hands to do the tasks needed, making daily lives more seamless.

The automotive industry is no exception. However, changes here are less visible as they occur at a slower pace. Perhaps it is because cars are relatively expensive items with longer lifecycles, or because cars directly determine our physical safety, or that cars have been around for much longer compared to other electronic devices and appliances. Indeed, since the world’s first engine-powered vehicle was invented by Carl Benz in 1885, essentially the same car concept has been with us for more than a century now. Yes, the appearance of cars has evolved considerably, but their functionalities and benefits have remained unchanged. For over a century, people have viewed the car as a mode of transportation for people and goods from point A to point B.

With the fourth industrial revolution, we are finally starting to witness a change to the century-old definition of the car. This enormous paradigm shift can be characterized by several seemingly unrelated industry trends.

2000s: Car Tech

For many decades, the only digital technology the average car had was the radio. Yet, starting in the 2000s, new technologies began to emerge, one after the other. From GPS navigation to Bluetooth, hands-free calls to voice command, phone mirroring to video streaming, the car had become a sophisticated computer with countless features.

As people interacted with these new features, their perceptions and expectations changed. These changes made it more challenging than ever for automakers to build a satisfactory car. In the past, a car was judged only by quality, comfort, and performance. Excelling any two of the three aspects would pretty much guarantee success. This was how big and prestigious automakers survived all these years of competition. But even the big names are facing difficulties today because consumers are so used to car tech and demand more and more of these tech features manifested in the most intuitive and useable manner.

The increased demand for car tech signaled the beginning of the paradigm shift; cars were no longer a simple means of transportation, but an experience to enjoy.

2010s: The Growing Popularity of SUVs

This is by far the most visible change that can be easily observed by anyone attentive to the road – sedans are being taken over by SUVs. Almost every automaker worldwide has reduced sedan lineups, favoring prioritization of the rollout of SUVs. Even OEMs that traditionally focus on the niche market are now abandoning sedans and moving to SUVs as an attempt to capture the mass market. Porsche is a typical case where the brand repositioned itself from a sports car brand to a brand focused on luxury SUVs. Even Rolls Royce, Bentley, and exotic makers like Lamborghini are adding SUVs into their flagship lineups.

Statistically, the market share of SUVs has increased dramatically over the past decade. Between 2010 and 2019, the global market share of SUVs in total car sales increased from 17% to 41%, with the figure reaching as high as 50% in the US. In a matter of a decade, SUVs have become the most popular car segment on every continent.

Why are SUVs becoming more popular? While there are many hypotheses, most of them point to a change in the general public’s perception. SUVs can make people feel more powerful, and while sedans are built with performance in mind, SUVs allow for more space and a greater onboard experience, rather than the drive itself. Therefore, since the paradigm of the car is shifting away from driving and more towards the onboard experience, there are simply fewer and fewer reasons to buy sedans over SUVs.

2020s: Environmental Responsibility

For decades, cars have been blamed as a major culprit for climate change and global warming. This forced the industry to seek more sustainable options, going from gasoline to hybrids and now towards electric. The electrification trend is less related to the car itself, but more of a result of external pressure.

Why has the electric car gained popularity in such a short period of time? This can be attributed to multiple reasons, such as better battery technology, success in Tesla’s marketing campaigns, and increased environmental awareness worldwide. But the most critical reason behind this trend is that people are gradually seeing cars as more of an innovative tech than a conventional machine. Since the paradigm shift has already blurred the definition of the car and changed public perception of what a car should be like, it is now a lot easier for people to adopt electric vehicles. It is also easier for EV makers to experiment with bold and exotic designs.

An interesting phenomenon is that the more people interact with electric cars, the more their perceptions of the car will shift towards them. This again further accelerates the process of EV adoption. Based on this effect, it certainly won’t be long before EVs surpass ACE vehicles in sales.

2020s: Autonomous Driving

Autonomous driving has been one of the most controversial topics in the automotive industry due to a wide range of concerns on safety and legality. Now, with the advancement of big data and artificial intelligence, along with the increased stability of the cellular network, the public is now finally ready to trust the car to drive itself. Even though most of the current semi-autonomous vehicles rely on cameras and sensors, this is about to change as V2X technology starts to roll out in newer vehicles. When V2N technology gets adopted by the mid-2020s, many of the vehicles on the road are expected to reach full autonomy.

Again, the public’s increased acceptance for autonomous driving is not only due to technological advancement, but rather, caused by the paradigm shift. Reemphasizing the point that cars are now more associated with their onboard experience rather than the driving experience, people are more willing to let the car do the driving and focus themselves on the cabin experience.

2020s: Mobility as a Service

The paradigm shift has redefined the car to become less of a transportation tool and more of a mobility experience. Now some may ask, what about those who only want a simple transportation tool without having to own a bunch of add-on features? Those needs can be answered by a new market: mobility-as-a-service (MaaS).

For those who choose to not purchase the complete experience and only want a minimalistic ride, MaaS is becoming an appealing alternative to owning a car. With the help of big data and machine learning, ride-hailing and ridesharing services are becoming increasingly popular among those who do not like owning cars. Advanced fleet management systems allow the operator to perfectly match vehicle supply to passenger demand, dispatching the perfect number of vehicles to each area in need, and automatically carpooling those on the same routes. These on-demand services will completely transform public transportation so that people no longer need to look for bus stops and are no longer confined to living near subway lines.

The New Paradigm: A Lifestyle on the Go

In essence, the car is becoming less and less of a transportation tool and more of a mobile home characterized by entertainment, convenience, and comfort. With more and more workers working remotely, people are now having more time and freedom to live and travel to any place they like. The car represents this dynamic lifestyle, offering a private space that feels like home, with all the enjoyment, convenience, and comfort of home. Only automakers that can best adapt to the paradigm shift will survive the 2020s.

18 May, 2021 . 2 mins read

AUTOCRYPT partners with University of Windsor’s SHIELD Automotive Cybersecurity Centre of Excellence

TORONTO, ONTARIO – Electric vehicle and autonomous vehicle cybersecurity provider AUTOCRYPT announced that the company had officially partnered with the SHIELD Automotive Cybersecurity Centre of Excellence, hosted by the University of Windsor, to prioritize research and development in securing connected and autonomous vehicles.

As automotive technology evolves to become more autonomous and electrified, threats to the technology have seen exponential increase. Awareness of the threats, however, is limited as futuristic technology can be sensationalized. AUTOCRYPT is a leading automotive security provider, focused on not only raising awareness of the need to prioritize security, but also providing award-winning, comprehensive security solutions to mitigate those risks.

AUTOCRYPT has thus far secured over 5000 kilometres of smart highways and roadways throughout the peninsula, winning C-ITS contracts for the entire nation. Its security operations center (SOC) provides complete security coverage of the internal vehicle system and V2X communications, the core technology allowing for seamless autonomous driving. By actively detecting and preventing unwanted access, AUTOCRYPT offerings ensure a secure vehicular environment for electric, connected, and autonomous vehicles.

Credit: SHIELD Automotive Cybersecurity Centre of Excellence

SHIELD focuses on research and innovation of automotive cybersecurity technology as well as education and training for students and corporations in order to raise awareness for the need to prioritize cybersecurity preparedness. “The goals of SHIELD and AUTOCRYPT align together exceptionally well,” said AUTOCRYPT’s Director of Business Development, Sean HJ Cho. He continued, “This partnership will allow us to work more closely with the connected and autonomous vehicle security landscape in Canada, as the country advances in cutting-edge technologies for electric, connected, and autonomous vehicles and begins to implement necessary changes following the UNECE’s WP.29 regulations. Our existing technology and real-world use cases will allow us to contribute to the shift that needs to take place in the minds of both corporations and consumers: that security should not be taken for granted, and vehicles and mobility infrastructure need to be secured before drivers hit the road.”

The partnership with SHIELD follows AUTOCRYPT’s recent expansion into the North America region with the opening of its first North American office in Toronto. The company most recently raised M USD in its Series A funding. For more information regarding AUTOCRYPT offerings or partnerships, contact global@autocrypt.io.