AUTOCRYPT, Author at AUTOCRYPT

5 September, 2020 . 4 mins read

A Keyless Future

Throughout history, the concept of access has remained sacred to society. In fact, records show that Ancient Egyptians utilized pin tumbler locks made of wood over six thousand years ago. Society has come a long way since the first-ever locks, with the structural integrity of the locks evolving to become more secure as technology advances. The concept of lock and key has kept our personal belongings and homes secure, but also our vehicles. As we moved into the smart era of hyper-connectivity, automotive manufacturers began to develop the idea of a virtual “digital key.”

The first-ever car key was created in 1910, though it had not yet developed to a point where it could turn the ignition, the keys could keep out unwanted auto theft by locking and unlocking the passenger and driver doors. 1949 saw the first-ever ignition keys that not only locked doors but also operated the car’s starter mechanism. Chrysler created the technology and other manufacturers followed suit, putting their own spin on the design – it became a popular concept to mark vehicle keys with the manufacturer logo, a sign of prestige.

However, as keys themselves became signifiers of the ownership of a valuable commodity, the number of vehicle thefts increased exponentially. In 1991, vehicle theft in the United States reached a record high of over 1.6 million, at a rate of 659.01 per 100,000 population. As the numbers rose, car manufacturers searched for ways to ward off thefts, and in the 1990s, central locking systems began to be prevalent in new models of automobiles. These systems allowed for one lock to be able to simultaneously lock all doors of the car – owners no longer needed to go around to each door to lock their vehicle. share through those mutual goals.

Progress did not stop there, as keys continued to evolve into more secure, more convenient access tools. The transponder chip for automobiles was introduced in 1995, resulting in even greater security for the vehicle. The transponder contains a code that sends a command to the ignition control unit; the car does not start unless the transponder matches the immobilizer (an electronic security device fitted into the vehicle). They are often combined with remote keys, allowing for a button to be clicked to lock and unlock using a radio transmitter to send a signal to the receiver in the vehicle.

This brings us to current trends, where most vehicle keys are remote systems that can open the door and start the engine without the key making physical contact with the car itself. However, they do need to be in close proximity, as it communicates with the vehicle using a low frequency (LF) or ultra-high frequency (UHF) radio signal. The car will not operate properly if it does not sense the key in its confines.

As we moved into the smart era of hyper-connectivity, automotive manufacturers and experts in the industry began to develop the idea of a virtual “digital key.” Near Field Communication (NFC) technology would allow for access, locking and unlocking the car, while server communication would allow for more tasks to be controlled through the device like ignition control, climate control, and even in-vehicle infotainment control. All this could be accessed through a digital key management application on the mobile device – conveniently, one less item to carry for vehicle owners.

However, as keys become more connected and less physical, there is yet another element to consider: cybersecurity. It is crucial that we consider that the more connectivity we usher in, the more enticing it can be for attackers to look for a way to infiltrate. This is why it is also essential to incorporate security technology like Public Key Infrastructure (PKI) into the system to guarantee security even at its convenience.

While we will ultimately get to a point in vehicle evolution where a physical key does not necessarily need to be carried around, the reality is that though the idea of the traditional key will change, ultimately the concept will remain. A key’s purpose is to help its owner access different entry points, but to also keep them safe by locking out unwanted intruders. Therefore, no matter the form of the key, digital or physical, security will remain essential.

For more information about AUTOCRYPT and its digital key, learn more here.

2 September, 2020 . 9 mins read

6 Levels of Autonomous Driving

Up until a few years ago, autonomous driving faced quite a bit of skepticism and was perceived by the public as a radical technology, far ahead of the times.

However, all of a sudden, cars actually started steering themselves. Public views quickly changed in 2017 when Tesla’s Enhanced Autopilot introduced mind-blowing features like traffic-aware cruise control, autosteer on divided highways, along with semi-autonomous navigation on certain roads.

Along with Tesla, many automakers started applying similar technologies to their vehicles. The speed of the rollout of new autonomous features quickly accelerated. As of 2020, most newly manufactured vehicles contain at least one autonomous feature, and industry experts expect autonomous vehicles to be available for mass consumption by the mid-2020s.

Therefore, over the next decade, we are likely going to see an increasing number of autonomous vehicles sharing our roads, though with a wide range in terms of the level of autonomy. This is because, despite how it may seem to the public, just because a vehicle may be manufactured with one or two autonomous features, does not mean that it is a fully autonomous vehicle. Depending on the level of autonomy, regulations on how the driver becomes  a part of the driving process may differ.

The Society of Automotive Engineers (SAE) utilizes a scale that defines six levels of vehicle autonomy, ranging from Level 0 (fully manual) to Level 5 (fully automated). This scale has been officially adopted by the US Department of Transportation, and is currently used universally by regulators and manufacturers worldwide as the de facto standard for autonomous vehicle grading. Here are the six levels of autonomous driving and where we are at currently.

Level 0 – No Automation

Today, around half of the vehicles (depending on where you live) on the road still belong to this category because most vehicles manufactured prior to the mid-2010s likely had no autonomous features.

Level 1 – Driver Assistance (2014~)

Key Aspects: Advanced Driver-Assistance Systems (ADAS) with Power Control or Steering

The two basic inputs that control a car’s movement are power and direction. Power is controlled by the accelerator and brake pedal, while direction is controlled by the steering wheel.

At the lowest Level of autonomy, Level 1, an autonomous vehicle is able to assist the driver in either power control or steering, but not both. Even if both systems exist, they work independently and do not communicate with each other.

This includes vehicles with adaptive cruise control (maintaining a safe distance from the car ahead) as well as lane keep assist and automatic lane centering. Still, such features are not meant to be relied on fully, as they are designed only to assist the driver, allowing them to use less force when steering or stepping on the brake or accelerator.

Market Situation. Around 2014, major manufacturers began adding features to their luxury models that would qualify them as Level 1 autonomous vehicles. Over the next few years, these features were gradually applied downwards to the economy models. Most cars made in 2020 are at least Level 1 on the scale of autonomy.

Level 2: Partial Automation (2017~)

Key Aspects: Advanced Driver-Assistance Systems (ADAS) with Power Control and Steering

Level 1 and Level 2 autonomy do not differ much in terms of technology. The only difference is that Level 2 vehicles have a more complete ADAS, enabling power control and autosteer simultaneously. Additionally, these systems can communicate with each other to ensure a smoother driving experience. For example, a car can slow itself down when the lane curves ahead.

Although a Level 2 autonomous vehicle can adaptively cruise on the road while keeping itself in lane, it cannot make lane changes or turns (unless the turn is guided by visible lanes on the ground). In theory, the driver could take their hands off the wheel and expect the car to drive without issues on highways. However, the car still requires the driver to keep their hands on the wheel and pay full attention to the road in case of unmanageable situations. Depending on the manufacturer, these cars sound alarms and disengage the autonomous features if the driver keeps their hands off the steering wheel for too long (usually between 10 to 20 seconds).

Market Situation. Tesla is one of the first manufacturers to bring Level 2 autonomous driving to the market. Starting in 2017, Tesla’s Enhanced Autopilot was slowly integrated into all their models. As of 2019, all Tesla models are equipped with Enhanced Autopilot. Other technologies competing with Tesla include Mercedes-Benz’s Drive Pilot, Cadillac’s Super Cruise, and Volvo’s Pilot Assist.

Level 3: Conditional Automation (2020~)

Key Aspects: Automated Driving System (ADS) with Environmental Detection

The jump from Level 2 to Level 3 is considered a significant breakthrough. So far, up to Level 2, the human driver takes primary control while the system provides secondary assistance. Starting at Level 3, the system acts as the primary driver while the human is only expected to override when it asks for assistance.

Level 3 autonomous vehicles are equipped with highly sophisticated sensors that are aware of complex traffic situations and environmental hazards, and the system is also able to respond to most situations. The vehicles use GPS mapping to self-navigate the road, and analyze the speed and distance of vehicles in neighboring lanes to safely make lane changes. Nevertheless, human override is still required in highly complex situations, such as congested traffic during rush hour.

Market Situation. In late 2018, Audi introduced the world’s first Level 3 autonomous car – the 2019 Audi A8, featuring Audi’s Traffic Jam Pilot system. Unfortunately, due to the current lack of cybersecurity standards for autonomous vehicles, US regulators demanded Audi to remove the Level 3 software components, downgrading it to a Level 2 vehicle for the US market. Apart from Audi, Tesla’s Autopilot also claims to have reached Level 3, along with the 2020 Mercedes-Benz S Class, followed by the 2021 BMW iNEXT.

Where We Are Now. The technology needed for Level 3 is indeed ready, but regulations and standards are lagging behind. Due to regulatory issues, we are currently stuck somewhere near Level 2.5.

As expected, when computer systems start to gain primary control of vehicles, cybersecurity concerns must be addressed. This is why AUTOCRYPT has been working closely with other members of the 5G Automotive Association (5GAA) in developing a set of international standards on automotive cybersecurity.

The good news is that the industry is very close to solving the problem. After the Road Vehicle Functional Safety Standard (ISO 26262) was established in 2018, the Road Vehicle Cybersecurity Engineering Standard (ISO 21434) is expected to be finalized by the end of 2020.

Japan and South Korea are some of the big markets that have recently approved the sale of Level 3 autonomous vehicles. South Korean automakers Hyundai and Kia are also finalizing their Level 3 technologies. By 2021, the market could expect a new wave of Level 3 vehicles.

Level 4 – High Automation (2023~)

Key Aspects: Automated Driving System (ADS) with Environmental Detection and Monitoring

Although we are somewhat stuck in terms of leveling-up, once Level 3 is deployed, Level 4 autonomy is not far from reality. Apart from enhanced sensors and environmental monitoring, these vehicles are supported by countless 5G connections that allow them to communicate in real-time with other vehicles on the road, with traffic lights, pedestrians, and so on – exactly why the V2X network is key to a highly automated road system. AUTOCRYPT, with its encryption and authentication technologies, provides a comprehensive solution to secure these connections, ensuring that drivers and vehicles are safe from hacking and data leaks.

Being highly autonomous means the vehicles are programmed to make logical decisions. Thus, Level 4 autonomous vehicles cannot perform acts considered to be dangerous driving, such as speeding or running traffic lights. If a driver wants to do these things , they would need to disengage the system in order to do so. Level 4 vehicles also require manual override under extreme weather and terrain, such as when there is low or no visibility, or when a driver wants to go offroad. However, these situations should be very rare.

Market Situation. Level 4 autonomous vehicles are expected to go on the road between the early and mid-2020s. However, rollout is more likely to begin with taxis and ride-sharing services, as it is likely to take a few more years for the mass consumer market to adapt to the change.

Level 5 – Full Automation (2025~)

Key Aspects: Automated Driving System (ADS) with No Human Driver

These are the very vehicles seen in Sci-Fi movies that many associate with autonomous vehicles: no steering wheels, operating fully on their own, and no driver – just passengers.

Market Situation. Level 5 autonomous vehicles are expected to be ready by the mid-2020s. Since there is no override option, a Level 5 vehicle cannot be a stand-alone product in itself. Similar to how a smartphone cannot be used without a cellular network, a constant 5G internet connection along with an intelligent transportation system is mandatory for Level 5 vehicles to function properly and safely. Therefore, these vehicles are expected to start out in restricted areas with smart infrastructures in place. For example, they are very likely to be deployed in certain areas for public transportation and ride-sharing, replacing taxis and buses.

Level 5 vehicles are unlikely to replace our personal cars because most people will still want the freedom to drive manually from time to time. Therefore, a Level 4 vehicle would be much more appealing to the mass market. At the end of the day, public roads will most likely host a mix of Level 4 and Level 5 vehicles.

AUTOCRYPT’s Role in Autonomous Driving

In the traditional IT industry, while it is necessary to implement security measures for network safety, it is not a prerequisite, meaning security software is not pre-embedded into the products. However, in the automotive industry, cybersecurity is absolutely a prerequisite because the negative consequences of a cyberattack could directly lead to the loss of lives.

This is why as we move into the era of Level 3 autonomy, we can expect an increased number of laws and regulations on automotive cybersecurity, ensuring that manufacturers have cybersecurity measures built into the vehicles.

AUTOCRYPT is currently working with a number of manufacturers and leaders in the automotive industry to not only provide a comprehensive automotive security solution, but also draft and implement global regulations and policies that will ensure that security is in place to keep all parties safe on the road.

To learn more about AUTOCRYPT’s security solutions, click here.

26 August, 2020 . 2 mins read

Infographic: Fleet Management for Mobility Challenges

By 2050, 15% of the 6.25 billion people living in urban areas will be those with disabilities,

That’s 937.5 million people.

Mobility challenges, or challenges people face when dealing with transportation can affect both people living with disabilities or those with short-term mobility challenges like pregnancy or traveling with a young child or infant.

As urban areas change into smart cities, we need to consider accessibility points in terms of mobility. See below for what a long-term and short-term solution may be.

mobility challenge fleet management infographic

(Accessibility version)

Smart cities use connectivity to improve these 4 areas of life:

Safety & security
Mobility & accessibility
Eco-friendly sustainability
Social welfare

But to truly be a smart city, these benefits must be available to everyone. But unfortunately, people living with disabilities or mobility challenges are often excluded from considerations in developments.

In fact, 28% of people with disabilities reported rarely leaving their homes due to transportation challenges. Those with mobility challenges have a range of abilities and challenges. Each method of transportation, while having some advantages, also come with their own limitations.

When planning for wider implementation and adoption, several questions must be asked from different points of view.

What is the maximum trip distance and duration?
Are the operation hours substantial?
Is the method wheelchair / cane / walker-accessible?
Do they need a specialized license for usage?
Are the methods affordable for routine and consistent usage?
Are groups (e.g., guardians and children) able to accompany the passenger?
Will drivers be able to maintain / operate assistance mechanisms?

But what about Autonomous Vehicles?

While autonomous vehicles may be a solution in the future, the technology still requires a “driver” that can manually take over in case of emergency, which not everyone with a mobility challenge is able to do.

Other methods like fixed route transit may be possible in the future, but to be renewed on a larger scale in an entire city is likely to take time to research, develop, and implement.

The solution, for now, points to a dedicated fleet / ride service that is low-cost and accessible in user interface, as well as vehicle. By pushing for policies and regulations to be more inclusive in building smart cities, we can ensure that the real vision of a smart city is realized.

Download our relevant ebook, here.

18 August, 2020 . 4 mins read

Accessibility in Mobility: Considerations for Fleet Management in Smart Cities

By 2050, 68% of the world’s population is expected to live in urban communities. Of the estimated 6.25 billion people that will be living in city areas, 15% will be people with disabilities—an astounding 937.5 million. While those with disabilities often prefer to live in urban areas because of the increased availability of public transportation or access to medical facilities offering healthcare, the reality is that many face challenges when going from point A to point B. But when we think of the changing landscape of smart roads and smart cities, many of us often overlook the difficulties that those with disabilities face. For example, while trying to hail a taxi sounds like a simple task for many, for those in wheelchairs or dealing with other physical challenges, it is a daunting challenge. In fact, out of the millions with disabilities, around 28% rarely leave their home because of difficulties associated with transportation.

Mobility Accessibility Options for People with Disabilities

So with the future of mobility, how can society open up its doors to make smart roads more accessible? People with disabilities have a wide range of abilities and challenges, so it is crucial that we look at the issues from various points of view.

Many companies have taken note that a smart city needs to be inclusive of all of its citizens. In fact, in May 2020, Google rolled out a new mobility accessibility feature on Google Maps that displays wheelchair-friendly routes. However, when it comes to longer distances, mobility is still a challenge.

And though the rise of autonomous vehicles is currently underway, the technology still requires a “driver” that can manually take over in case of an emergency. Not all people with disabilities are able to take on this kind of responsibility, and therefore are more likely suited to taking other methods of transportation like a taxi, fixed route transit (public transportation), or ridesharing. But yet another caveat is that while these methods may be more suitable, they do come with limitations that are often out of the scope of a person’s control – taxis are less likely to stop for people with disabilities (not to mention can add up in terms of price), or accessibility entrances might be difficult for those with mobility challenges to find.

What does the accessible smart future look like?

It comes down to how the mobility industry can expand offerings to the variety and range of people with disabilities. While infrastructure like subway systems or buses can change their vehicles to be accessible to passengers of all abilities and disabilities, this can take time to research, develop, and implement. Unfortunately, the timeline of these kinds of changes is much longer because these infrastructures are not specific to mobility challenges, but must be implemented on a larger scale for the general public.

For AUTOCRYPT, this means focusing on fleet management operations specifically for those facing mobility challenges to shorten the timeline of development and implementation. In July, AUTOCRYPT partnered with 2U, a non-profit organization focused on providing the freedom of mobility accessibility to those who are unable to experience the ease of transportation.

2U’s ride hailing service is specifically geared towards those with mobility challenges – with an accessible mobile application (with TTS) designed to make dispatch smart, quick, and efficient, riders can “hail” a cab at a fraction of the price of other para-transit methods which can add up. Drivers are assigned riders by the central app itself and are trained to provide assistance to make the ride more comfortable. The service launched earlier this month in Busan, Korea and plans to expand later this year.

While long-term, our hope is that smart cities will implement transportation services that are inclusive and barrier-free. Ideally this would mean wheel-chair / cane / walker-accessible entrances and ramps, allotted seats for those with infants or pregnant women, and affordable transportation for people of all ages and socioeconomic backgrounds. However, for the short-term AUTOCRYPT’s fleet management and MaaS services will ensure that those with mobility challenges are not barred from the narrative of urban transportation.

For more information about AUTOCRYPT and its fleet management products and services, visit AUTOCRYPT’s FMS product page and learn more.

11 August, 2020 . 7 mins read

5 Impressive Software-Centric ADAS Functions in Cars of 2020

The global automotive industry is facing three irresistible trends: electrification, automation, and connectivity. All these trends move towards the ultimate goal – full autonomous driving. Believe it or not, we have long begun and are now in the midst of a revolutionary transition from manual driving to autonomous driving.

Car enthusiasts either like it or hate it. Some tech lovers can’t wait to ride in a computer on wheels, while others constantly complain about the fake exhaust pipes, fake diffusers, and fake engine sounds.

For the majority of people who see cars as nothing more than a means of transportation, automation is generally preferred. These consumers are the driving force for this change.

Advanced driver-assistance systems (ADAS)

Indeed, full autonomous driving does not happen overnight, and the transformation is likely going to take another decade or more. During this transition period, automated functionalities are slowly being trialed and adopted by automotive manufacturers. These functions, generally referred to as advanced driver-assistance systems, or ADAS, make our driving experience safe and comfortable.

Some of the earliest ADAS functions include blindspot detectors and reversing cameras, which have now become the standard for nearly all new vehicles.

In this article, we will introduce some of the newest ADAS functions that are beginning to prevail in the market. Before doing so, we will give a brief explanation of how ADAS functions work.

5 components of ADAS: camera, sensor, software, processor, actuator

ADAS functions are very intuitive to use, but what’s behind the scene is extremely sophisticated. Let’s go through the five components of ADAS to see how it works.

Camera.It all starts with cameras. Most new cars have at least two cameras, one at the front and another at the back. Premium cars now have six to eight surrounding cameras capable of depicting a 360-degree view of the surrounding environment. These cameras are crucial in providing spatial information to the car.

Sensor. Cameras are not complete without sensors. Sensors are used for a wide range of purposes, including identifying both stationary and moving objects, movement speed, light, and temperature. These sensors complement the cameras by providing sensory information to the car.

Software.If the engine is the heart of the car, software is the blood. Hardware cannot operate without support from the software. Software technologies such as cloud, mobility, deep learning, and artificial intelligence are the foundation of ADAS. This is why AUTOCRYPT is important. By providing security software to vehicles, it prevents automated systems such as the ADAS from being hacked and manipulated, making it a crucial prerequisite for autonomous vehicles.

Processor. Cameras and sensors provide visual and sensory information, after which the processors use that information for calculation and tell the car how to respond to real-time environmental situations with the appropriate behaviors and adequate safety measures.

Actuator.After the processors have finished the calculations and decided on what actions to perform, the actuator communicates this information to the mechanical components so that they can execute the tasks, from power steering to acceleration and braking.

5 impressive ADAS functions of today’s cars

1. Adaptive Cruise Control and Collision Avoidance

Adaptive cruise control, sometimes called autonomous cruise control, refers to cruise control systems that use cameras, radars, and sensors to assist the driver in keeping a safe distance with the car in front, and to automatically engage the brake when necessary to avoid forward collisions.

Vehicles with adaptive cruise control are categorized as level 1 on the vehicle autonomy scale defined by the Society of Automotive Engineers (SAE)¹.

As of 2020, almost all premium cars, as well as the higher trims of midsize sedans and SUVs, come with adaptive cruise control and collision avoidance capabilities.

¹ The Society of Automotive Engineers (SAE) developed a scale that defines 6 levels of vehicle autonomy, ranging from level 0 (fully manual) to level 5 (fully automated). It has been officially adopted by the US Department of Transportation. To learn more about the scale, click here.

2. Lane Departure Warning, Lane Keep Assist, and Automatic Lane Centering

A car with any of these features has at least one front-facing camera, often located at the upper center of the windshield, right behind the rear-view mirror. The camera is equipped with sophisticated software designed to read, identify, and track the lanes on the road.

These three features sound very similar and are often misused interchangeably, but their meanings are quite different.

A lane departure warning system sounds the alarm to warn the driver when the car is about to depart from the lane, but the driver needs to manually turn the steering wheel to get the vehicle back in lane.

A lane keep assist system does more than just sounding the alarm. It automatically engages the steering wheel when the vehicle is about to depart the lane to keep the vehicle within the lane.

A lane centering system is the most advanced of these three. It constantly powers the steering wheel and adjusts it automatically to keep the vehicle exactly at the center of the lane.

All three systems would automatically disengage when the driver turns on the indicators, so that no warning would be raised when the driver intentionally changes lanes.

Some car sellers play with words to make a lane keep assist system sound like a lane centering system. This is why consumers should be well-informed about their differences and always double-check to make sure they are actually getting the feature they want.

3. Self-Parking

Self-parking requires the same hardware as other ADAS systems: cameras, radars, and sensors. A self-parking system uses multiple cameras around the vehicle to depict a 360-degree view of the vehicle’s surrounding environment, then calculates the most efficient route and maneuvers to get into the space. Due to calculation time, self-parking tends to be slower than manual parking in most vertical parking situations. However, the feature is extremely useful for horizontal parallel parking, where even the most experienced drivers have a hard time fitting their cars into tight spaces.

Most self-parking features in the market are not fully autonomous. For example, Volvo XC60 only takes charge of the steering wheel during self-parking and instructs the driver on when to shift gears and when to release and press the brake pedal (no need to press accelerator as idle speed is enough for parking).

4. Driver Drowsiness Detection

About 20% of all traffic accidents are caused by sleep-deprived driving. In the United States alone, between 100,000 and 328,000 crashes are caused by drowsiness, leading to an estimated 5,000 deaths (National Safety Council).

Driver drowsiness detection, commonly equipped on mid-range to premium vehicles today, utilizes a built-in AI camera embedded on the dashboard to observe the driver’s facial expressions and eye movements. Whenever it detects drowsiness that is significant enough to impair driving, it would inform the driver by showing warning symbols or sounding voice notifications.

In the extreme case of the driver actually nodding off, some premium cars would try to wake the driver up by hitting the brakes suddenly (when it’s safe) to shake the vehicle. If the driver completely falls asleep, they would automatically take control of the vehicle and slowly pull over to the road shoulder.

5. Glare-Free High Beams

Drivers refrain from using high beams at night because they could temporarily impair the vision of other drivers, potentially causing accidents. Some countries even ban the use of high beams in cities and highways. However, with cameras and sensors, this is no longer an issue. Initially developed by Ford in 2016, glare-free high beams are now equipped in vehicles of other automakers as well, including the 2020 Renault Talisman (also known as Renault Samsung SM6).

How does it work? The front camera of the car is equipped with a light detection sensor that can pick up headlights and taillights of other vehicles up to 800 meters away. If another car is detected in front, it would track the front car’s position and block a small portion of the headlights that is directed at it. This way, all the angles to the left and right of the front car would still be lit up, yet the front car itself would not be hit with any of your high beams.

To learn more about ADAS and the underlying software security components in them, click here to contact AUTOCRYPT.

7 August, 2020 . 7 mins read

6 Movies/TV Shows Using Self-Driving Technology: Did They Get It Right?

While innovations regarding driverless technology have recently skyrocketed, the portrayal of self-driving technology in movies or TV shows is nothing new. As early as the 1960s, directors and producers designed a world where vehicles travel without human assistance. Their imaginations went wild with how they believed this technology would work. Here are a few of our favorite films and TV series, with our take on what they got right (and what may be yet to come).

* This blog may contain spoilers

Love Bug / Herbie Fully Loaded (1968 / 2005) – Herbie, 1963 VW Beetle

A comedy may seem like an odd genre to feature a self-driving car as its main star, but this 1968 self-driving technology-laden movie starred an anthropomorphic white 1963 Volkswagen Beetle named Herbie. Herbie, a mistreated “Bug.” befriends Jim, a down and out race car driver. The unlikely pair make an immediate connection and go on to win competitive races against seasoned professionals. Herbie, while having a mind of his own and speed that is unlikely for a car of his size, still requires Jim’s assistance in order to maneuver himself. Herbie seems to be able to accelerate on his own, which is a feature of Level 2, but more likely Herbie is at a Level 1 for autonomous driving which states that the vehicle is controlled but the driver, but somE assistance features are included in the vehicle (e.g., cruise control).

Knight Rider (1982 – 1986, beyond) – K.I.T.T., 1982 Pontiac Trans Am

The sidekick of Michael Knight, played by David Hasselhoff, K.I.T.T., or Knight Industries Two Thousand, is an artificially intelligent electronic software module in a 1982 Pontiac Firebird Trans Am. Because of its popularity with its viewers, after the original 1982 series, spin-offs and films were created to follow-up on the antics of this smart car. The creators described in much detail how K.I.T.T. operated. Basically an advanced supercomputer, K.I.T.T.’s brain was a microprocessor which had a “self-aware” logic module that allowed K.I.T.T. to think, learn, communicate, and even have his feelings hurt. With a dry, humorous personality that resonated with viewers, K.I.T.T. is most likely unlike any other autonomous vehicle on the market at the moment, but he did have self-driving capabilities including anti-collision detection technology, sensors to detect objects from afar, and other features like seeing in X-ray vision or infrared.

In Season 2, Episode 9, K.I.T.T. is hacked by Randy, a young hacker from Chicago. He types into the command, “Hello. My name is Randy. I want you. Don’t resist. It won’t do you any good.” With a couple more lines of code, Randy manages to hijack control of the Trans Am, although K.I.T.T. remains protected. While it’s quite unlikely that this would be a code a real hacker could use to infiltrate any kind of network or system, it is still a terrifying scenario to envision when it comes to self-driving cars on the road today. The more technologically advanced a vehicle and its system are, the more security it needs in order to function properly in society.

Total Recall (1990) – Johnny Cab

This sci-fi action film stars Arnold Schwarzenegger and Sharon Stone, and tells the story of Quaid, a construction worker who suddenly finds his identity questioned in a world of memory implants. While running from agency attackers, Quaid gets into a seemingly normal taxi to find that he is actually in a “Johnny Cab,” a taxi driven by a robotic driver, dressed in a 1950’s style blue chauffeur outfit. Johnny Cab can converse with the passenger, and can navigate through traffic to get the passenger to the destination.

Although the film came out in 1990, real-life “robo-taxis” only started testing in 2016, with MIT spinoff NuTonomy becoming the first company to make autonomous taxis available to the public in a limited area in Singapore. Since then other companies have followed suit, with Uber starting a fleet of 14 modified Ford Fusions, Waymo testing in Phoenix with 600 Chrysler Pacifica Hybrids, and Cruise Automation (a startup acquired by General Motors) launching a beta version of a taxi service in San Francisco with Chevy Bolt EVs.

Minority Report (2002) – Lexus 2054

Although Minority Report was released in 2002, Steven Spielberg wanted the futuristic technology featured in the sci-fi film, set in 2054, to be as realistic as possible. He put together a team of 15 scientists to try to envision what technologies would be widely adopted 50 years in the future, and one of them was the autonomous vehicle. The main character, John Anderton, drives a Lexus 2054 – a fuel-cell autonomous car that Lexus designed specifically for the movie. The cars are able to weave in and out of traffic with 360-degree rotating wheels.

In one particular scene, the police are able to override the vehicle, changing the destination on his navigation system to bring Anderton into the station. So far, police commandeering of an autonomous vehicle is yet to be realized, though in 2019, police in California were able to “trick” a Tesla into pulling over by having two squad cars – one in front, and one behind. A man was arrested for driving under the influence, as Level 3 autonomous vehicles still require an aware and alert driver, despite the self-driving capabilities. This will be an interesting technology to keep tabs on, as it would affect not just the automobile makers, but also security providers and even law enforcement.

I, Robot (2004) – Audi RSQ

Another sci-fi film, I, Robot takes place in the year 2035. Del Spooner, a Chicago detective, hates the robots who serve humanity because he witnessed a robot who used logical data and odds of survival to rescue him from drowning, while letting a young girl die.

In the film, Spooner rides an Audi RSQ, a concept-car designed by Audi specifically for the movie. The RSQ is able to drive autonomously (even letting Spooner sleep throughout his ride), though it also has manual override capabilities, much to the dismay of Spooner’s fellow passengers who are not accustomed to an actual human being driving a car.

The car’s location is revealed without authorization (signaling an issue with its in-vehicle security), and Spooner is attacked by a fleet of humanoid robots, who have also been hacked by a mainframe gone rogue. One could infer that while the vehicle needs to be secure from intruders, other infrastructure and devices surrounding the vehicle also need to be secure in order to create a secure, functioning autonomous driving ecosystem.

Westworld, Season 3 (2020) – Audi Aicon, driverless ambulance

While the early seasons of this dystopian TV series were against a Western backdrop (with the only transportation methods being horse and carriage), the third season, which began airing in March 2020, takes place in neo-Los Angeles in 2058.

With an urban, future setting, the show introduces the viewers to stand-out technologies like driverless cars, motorcycles, and even driverless ambulances. In Season 3 Episode 3, one of the main protagonists, Dolores, is evacuated in a self-driving ambulance whose paramedics can focus their sole attention onto the patients (level-5 AV). The ambulance can also transport multiple injured people simultaneously, allowing for quick and efficient medical attention.

The concept, hopefully, will soon be realized in real-life. A team in Hungary has surveyed patients’ willingness to be transported in a driverless ambulance, though the findings indicated a need for more education on the part of the public in preparing for AV technology. With driverless vehicles, the technology is not limited to private vehicles, but extends to the public sector as well.

What’s next for self-driving technology?

What started out as imaginary and creative output may now be realized in the real world, on real roads. What can we expect in the next couple of decades? Well, besides more self-driving vehicles featured in popular entertainment, experts say that society is well on the way to wider adoption of AV technology, but along with technological fantasy, what films and TV shows also reveal to us is the menacing possibilities of attack or malfunction. This highlights the increasing need for security for both vehicles and infrastructure as well as technological advancement.

Read more about AUTOCRYPT and how we plan to make sci-fi technology both convenient and secure.