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Strategies designed to deal with these challenges differ in the way in which added duties are assigned and cybersecurity topics are integrated into the already existing process steps. Cybersecurity requirements often clash with existing system requirements or established development methods, leading to low acceptance among developers, and introducing the need to have clear policies on how friction between cybersecurity and other fields is handled. ...Cybersecurity requirements often clash with existing system requirements or established development methods, leading to low acceptance among developers, and introducing the need to have clear policies on how friction between cybersecurity and other fields is handled. A cybersecurity development approach is frequently perceived as introducing impediments, that bear the risk of cybersecurity measures receiving a lower priority to reduce inconvenience. ...For an established development process and a team accustomed to this process, adding cybersecurity features to the product initially means inconvenience and reduced productivity without perceivable benefits.

Here, we discuss the On-Board Diagnostic (OBD) regulations for next generation BEV/HEV, its vulnerabilities and cybersecurity threats that come with hacking. We propose three cybersecurity attack detection and defense methods: Cyber-Attack detection algorithm, Time-Based CAN Intrusion Detection Method and, Feistel Cipher Block Method. ...These control methods autonomously diagnose a cybersecurity problem in a vehicle’s onboard system using an OBD interface, such as OBD-II when a fault caused by a cyberattack is detected, All of this is achieved in an internal communication network structure.

The lack of inherent security controls makes traditional Controller Area Network (CAN) buses vulnerable to Machine-In-The-Middle (MitM) cybersecurity attacks. Conventional vehicular MitM attacks involve tampering with the hardware to directly manipulate CAN bus traffic.

Automotive electronics and enterprise IT are converging and thus open the doors for advanced hacking. With their immediate safety impact, cyberattacks on such systems will endanger passengers. Today, there are various methods of security verification and validation in the automotive industry. However, we realize that vulnerability detection is incomplete and inefficient with classic security testing. In this article, we show how an enhanced Grey-Box Penetration Test (GBPT) needs less test cases while being more effective in terms of coverage and indicating less false positives.

In this paper, we outline past, present and future applications of automotive security for engine ECUs. Electronic immobilizers and anti-tuning countermeasures have been used for several years. Recently, OEMs and suppliers are facing more and more powerful attackers, and as a result, have introduced stronger countermeasures based on hardware security. Finally, with the advent of connected cars, it is expected that many things that currently require a physical connection will be done remotely in a near future. This includes remote diagnostics, reprogramming and engine calibration.

In adjusting the data flow, this is an option to increase the cybersecurity for a complete system. This addition to the cybersecurity system provides a clear benefit. ...While this is the traditional application experienced, there are other applications relevant to cybersecurity. As part of the blockchain technology, the nodes are responsible for decision-making.

This exercise confirms the necessity of a more restrictive cybersecurity posture in automotive peripherals with access to critical systems, in particular VDAs, and especially when such peripherals present a wireless interface.

Although ISO/SAE 21434 recommends the development of an assurance case for cybersecurity, the precise nature of a cybersecurity case is not explicitly defined within the standard. ...In the case of cybersecurity, this problem is exacerbated by the increasing complexity of vehicular onboard systems, their inherent obscurity due to their heterogenous architecture, emergent behaviors, and the disparate motivations and resources of potential threat agents.

To build secure systems of road vehicles, the cybersecurity engineering standard ISO21434[11] suggests the evaluation of vulnerabilities throughout engineering process, such as attack path analysis, system requirement stage, software architecture, design, and implementation and testing phases. ...With my analysis and practices, it is appropriate to include the common vulnerabilities that ought to be an integral part of the automotive cybersecurity engineering process. In this paper, the author would like to provide a list of vulnerabilities that might be a suggestion for threat analysis and risk assessment and propose two solutions that may be adopted directly in the V-model for security-relevant software development.

The VCE Laboratory testbeds are connected with an Amazon Web Services (AWS) cloud-based Cyber-security Labs as a Service (CLaaS) system, which allows students and researchers to access the testbeds from any place that has a secure internet connection. ...VCE students are assigned predefined virtual machines to perform designated cyber-security experiments. The CLaaS system has low administrative overhead associated with experiment setup and management. ...VCE Laboratory CLaaS experiments have been developed for demonstrating man-in-the-middle cyber-security attacks from actual compromised hardware or software connected with the TestCube.

Vehicle cybersecurity consists of internal security and external security. Dedicated security hardware will play an important role in car’s internal and external security communication. ...For certain AURIX MCU consisting of HSM, the experiment result shows that cheaper 32-bit HSM’s AES calculating speed is 25 times of 32-bit main controller, so HSM is an effective choice to realize cybersecurity. After comparing two existing methods that realize secure CAN communication, A Modified SECURE CAN scheme is proposed, and differences of the three schemes are analyzed.

Classic vehicle production had limitations in bringing the driving commands to the actuators for vehicle motion (engine, steering and braking). Steering columns, hydraulic tubes or steel cables needed to be placed between the driver and actuator. Change began with the introduction of e-gas systems. Mechanical cables were replaced by thin, electric signal wires. The technical solutions and legal standardizations for addressing the steering and braking systems, were not defined at this time. Today, OEMs are starting E/E-Architecture transformations for manifold reasons and now have the chance to remove the long hydraulic tubes for braking and the solid metal columns used for steering. X-by-wire is the way forward and allows for higher Autonomous Driving (AD) levels for automated driving vehicles. This offers new opportunities to design the vehicle in-cabin space. This paper will start with the introduction of x-by-wire technologies.

The results of this work is allowed to identify a number of cybersecurity threats of the automated security-critical automotive systems, which reduces the efficiency of operation, road safety and system safety. ...According to the evaluating criterion of board electronics, the presence of poorly-protected communication channels, the 75% of the researched modern vehicles do not meet the minimum requirements of cybersecurity due to the danger of external blocking of vital systems. The revealed vulnerabilities of the security-critical automotive systems lead to the necessity of developing methods for mechanical and electronic protection of the modern vehicle. ...The law of normal distribution of the mid-points of the expert evaluation of the cyber-security of a modern vehicle has been determined. Based on the system approach, ranking of the main cybersecurity treats is performed.

The NMFTA’s Vehicle Cybersecurity Requirements Woking Group (VCRWG), comprised of fleets, OEMs and cybersecurity experts, has worked the past few years to produce security requirements for Vehicle Network Gateways. ...Vehicle Network Gateways play an important role in vehicle cybersecurity – they are the component responsible for assuring vehicle network operations in the presence of untrustworthy devices on the aftermarket or diagnostics connectors.

Legacy electronic control units are, nowadays, required to implement cybersecurity measures, but they often do not have all the elements that are necessary to realize industry-standard cybersecurity controls. ...Legacy electronic control units are, nowadays, required to implement cybersecurity measures, but they often do not have all the elements that are necessary to realize industry-standard cybersecurity controls. For example, they may not have hardware cryptographic accelerators, segregated areas of memory for storing keys, or one-time programmable memory areas. ...While the UDS service $27 (Security Access) has a reputation for poor cybersecurity, there is nothing inherent in the way it operates which prevents a secure access-control from being implemented.

Unsettled Issues Regarding Autonomous Vehicles and Open-source Software introduces the impact of software in advanced automotive applications, the role of open-source communities in accelerating innovation, and the important topic of safety and cybersecurity. As electronic functionality is captured in software and a bigger percentage of that software is open-source code, some critical challenges arise concerning security and validation.

Functionalities such as automated driving, connectivity and cyber-security have gained increasing importance over the past few years. The importance of these functionalities will continue to grow as these cutting-edge technologies mature and market acceptance increases.

Cybersecurity attacks exploit vulnerabilities related to the increased complexity and connectivity of critical infrastructure systems. ...Network security is a core component of the overall cyber-security and defense-in-depth capability for distributed architectures. Protection mechanism for information, interface and system integrity, communication availability, and data confidentiality are required for design of safe and secure integrated embedded infrastructure.

The hypervisor offers many benefits to the vehicle architecture, both operationally and with cybersecurity. The proposed mitigant provides the structure to partition the various VMs. This allows for the different functions to be managed within their own distinct VM. ...While the cybersecurity applications are numerous, there are also the operational benefits. The hypervisor is designed to not only manage the VMs, but also to increase the efficiency of these via resource management.

Since the early 1990’s, commercial vehicles have suffered from repeated vulnerability exploitations that resulted in a need for improved automotive cybersecurity. This paper outlines the strategies and challenges of implementing an automotive Zero Trust Architecture (ZTA) to secure intra-vehicle networks. ...This research successfully met the four requirements and demonstrated that using ZT principles in an on-vehicle network greatly improved the cybersecurity posture with manageable impact to system performance and deployment.