In many people's minds, the BlackBerry is only a mobile phone company, but in fact, they started to get involved in smart driving.
QNX is a wholly-owned subsidiary of BlackBerry Blackberry. As the most important part of Blackberry Technology Solutions, Blackberry's core technology division, it undertakes important business contents such as operating systems, automotive electronics software, M2M, Internet of Things, and cloud computing in the BlackBerry business. . Mr. Zhang Renjie, General Manager of QNX Greater China, attended the CCF-GAIR conference recently and discussed the status and future of smart driving with the guests at the roundtable forum. After the roundtable forum, Zhang Renjie and Lei Fengwang (search for "Lei Feng Network" public No. Attention) Discusses issues concerning the safety of smart cars.
Zhang Renjie said that for smart cars, this part of security is divided into two parts: one is called functional security and the other is data security.
Functional safety is relatively easy to explain. To put it plainly, when a car leaves the factory, it comes with some functions. When these functions fail and fail, solving this problem is a category of functional safety.
System security and communication security belong to the field of data security.
The so-called data security is that during a normal driving of a car, it may be hacked or some simulated data interfere with it, which will cause great hidden dangers to the safety of the vehicle. This is another level of security in addition to functional security.
Both of these safety issues are of utmost importance to smart cars. Any one mistake can lead to accidents in the car and thus pose a great threat to passengers. Therefore, safety issues are not solved, and drones are empty talk to people. .
Zhang Renjie at the CCF-GAIR Conference
Referring to functional safety, Zhang Renjie said that according to the current state of development of our smart cars, there are still many issues that remain unsolved in terms of functional safety issues.
Currently, there is a specification in the automotive industry. All functional safety needs to pass a certification of the ISO 26262 automotive functional safety standard. This certification requires that the entire system from the software to the hardware of the entire vehicle meet the standards, but it is used throughout the current smart driving. To the chip, these chips that need to be combined with the hardware itself can not pass this certification is still a problem, because the current ISO 26262 certified chip is only a small part.
Each chip currently used in smart driving will have an errata sheet. Errata will clearly list the possible error conditions such as bug1, bug2, etc. However, these bugs have not been resolved after many rounds. Some manufacturers will choose a way to bypass bugs. This kind of bypassing may itself have other risks. From this perspective, it can be shown that many of the hardware chips used in smart driving are very It is difficult to achieve the security level of ISO 26262.
In addition to chips, software systems have many problems to solve.
Now the industry usually says that the software of a car is very complicated and there must be 100 million lines of code, but in fact, the amount of code of smart cars is now more than 100 million. The amount of code in this piece of light car entertainment integrated system has already reached More than 200 million, if on this basis plus autopilot, all of the perceptual processing algorithms are added in, this amount of data should be said to be very, very large, at present there is rarely a system with such a large amount of software Software.
But everyone knows that as long as it is software, there will be mistakes. There are so many excellent software companies in the world. The software they have developed is very mature, but there are so many excellent engineers who are solving various problems in the software every day. Moreover, the smart car is still in its infancy. Therefore, it is impossible to estimate how many risks there may be in the code of hundreds of millions of lines, and any small risk may make it difficult for people to drive into irreversible situations. . Therefore, in summary, functional safety itself is a problem.
After talking about functional security, we return to another level - data security.
Regarding the vulnerability of the data security problem, Zhang Renjie said that various data interfaces on the car are now very insecure. He gives an example:
Anybody who knows a little bit about the technology, just connect to the OBD2 (the second On-Board Diagnostics) box of a car, and you can parse something, if it is exactly the same yard Generously, the data interface in the vehicle system is all publicized, then it is easy to be able to know the system data of the vehicle, how the vehicle brakes, how to brake and other data exposed in front of others, any one hackers can use mobile phones into the vehicle System, and set time nodes and tasks (such as setting the prescribed time for emergency braking of the vehicle on the highway), if the driver is set by the driver without knowing such a program, then the harm is self-evident.
How to solve data security problems? Some people have previously proposed to install black boxes in the car, but Zhang Renjie believes that this is obviously an act of remedying the situation and does not solve the substantive problems, and cannot change the fragility of system security. He said that if you want to solve this problem, you must start from the source. For example, think of ways to isolate all the things that are controlled by the body. From a safety point of view, the autopilot system can be divided into security and insecure domains. How can we do this? The isolation of two domains is very important. To solve data security, we need to think of ways to make a strict division between security domains and insecure domains, and to subdivide user rights for operations on security domains.
When we used to do Linux, we discovered that the root user can basically do anything when he gets the system, but now we can't do that. Now we have to classify the security level of the smart car system. For example, it may be divided into A few levels, each level of users can achieve a kind of visit, so as to reduce the possibility of the system being hacked from the source.
However, Zhang Renjie also emphasized that even if this is the case, this classification cannot completely avoid data security problems. Hackers may also compromise the system through communication between domains.
So basically speaking, current autopilot can only be in a very early stage. In order to achieve intelligence/driverlessness, there is still a lot of work to be done on safety issues.
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