Joe Gullo, the senior director for Rambus automotive strategy and development, recently participated in a TU-Automotive panel that explored the importance of securing next-gen autonomous vehicles. Indeed, the number of threat vectors in the automotive sector have exponentially increased in recent years. This is due to a range of factors, such as more complex software code, ubiquitous connectivity, a greater number of components and broader functionality.
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Rambus talks vehicle security at TU-Automotive
Joe Gullo, the senior director for Rambus automotive strategy and development, recently participated in a TU-Automotive panel that explored the importance of securing next-gen autonomous vehicles. Indeed, the number of threat vectors in the automotive sector have exponentially increased in recent years. This is due to a range of factors, such as more complex software code, ubiquitous connectivity, a greater number of components and broader functionality.
Gullo kicked off his Q&A session by observing that automotive security best practices currently fall into three primary categories: authentication, multi-faceted designs, and flexibility.

“Authentication needs to happen in both directions. In other words, the car has to trust the cloud and the cloud has to trust the car,” he told panel participants and conference attendees. “Unfortunately, I think that authenticating vehicles sometimes gets less attention than it should. This is also true for any IoT device, even refrigerators and washing machines.”
As Gullo pointed out, a multi-faceted design approach is required to address a range of threat vectors, including attacks on the cloud-to-car connection, the in-vehicle network and specific ECUs. However, he emphasized there isn’t a “single, simple solution” that offers optimal security.
“For example, the components for V2X security may not be effective for monitoring and protecting in-vehicle networks. In general, security architectures need to be flexible because future threats are unlikely to resemble our current understanding of threat vectors,” Gullo explained. “These architectures need to have the ability to learn, evolve, and improve ‘in the field’ as new threats emerge. We also need to be thoughtful regarding solution complexity so systems can be adapted quickly as new threats emerge. This means relying on the fundamentals, such as proven algorithms, robust key management, secure boot loaders and constant threat detection, for example.”
As Gullo noted, this is precisely why automotive security architecture needs to evolve from static, simple solutions to a more dynamic framework that is self-learning, easily updatable and multi-faceted to address multiple threat vectors. This progression inevitably brings a number of new issues to the fore, including end-to-end secure data storage for autonomous vehicles.
“There are a host of companies whose core competence is secure, cloud-based data storage. OEMs can and should leverage these companies, although they should make it clear that while partners are tasked with securely storing data, they don’t own it,” Gullo opined. “Analyzing the data, generating insights from the information and acting on those insights is solely within the purview of the OEMs. Also, it goes without saying that a robust key management solution is required to secure the data in the vehicle and during transmission to and from the cloud service.”
To be sure, there are expected to be more than 350 million connected cars on the road by 2020. Google’s autonomous vehicles generate about 1 gigabyte of data every second, while Intel says autonomous vehicle are likely to produce about 2 petabytes of data per year. Information generated by connected and autonomous vehicles includes environmental data, as well as vehicle and driver performance.
“Maintaining the integrity of safety-critical and forensic vehicle data, particularly with respect to V2X, driver performance and vehicle performance, is absolutely critical. While some data should be shared for the ‘common good,’ it will undoubtedly be challenging to reach consensus on precise parameters,” Gullo emphasized. “Whether it’s through the Auto-ISAC or some other consortium, the industry clearly needs to agree on a ‘common good’ data set and ensure that vehicle owners are aware of the requirement to share this information.”
Gullo also described current security standards, specifications and guidelines including the ISO 26262 standard for functional safety and SAE’s J3061 Cybersecurity Guidebook (for Cyber-Physical Vehicle Systems).
“There is also SAE’s pending J3101 standard titled Requirements for Hardware-Protected Security for Ground Vehicle Applications, while UMTRI and the Southwest Research Institute are working on a framework for secure OTA software and firmware upgrades. This space is still evolving, although quite a lot has already been accomplished,” he added.
Automotive Security: Protecting vehicle electronic systems
Thierry Kouthon, a technical product manager at Rambus, recently wrote an article for Semiconductor Engineering that takes a closer look at the critical importance of securing automotive electronics. As Kouthon notes, modern cars can have up to 100 Electronic Control Units (ECUs) depending on their class, make, and model – with the number of ECUs rising even higher in electric vehicles.
What is an ECU?
“An ECU is an embedded system in the car’s electronics,” Kouthon explained. “They are used to control all the vehicle’s functions, including engine, powertrain, transmission, brakes, suspension, dashboard, entertainment systems and more.”
According to Kouthon, the increasing popularity of self-driving vehicles has accelerated this trend, especially given the critical reliance on sensors and actuators to control and respond to external conditions.
“The reliability of these electronic components can be mission critical to the safety and reliability of the vehicle,” he elaborated.
Keep on reading.
Primer: Autonomous vehicles explained.
What is the most common automotive security standard?
“…industry standards [like] ISO 26262 have been developed to ensure the functional safety of automotive electrical and electronic systems.”
Essentially, the ISO 26262 standard defines a risk-based approach to dealing with (potential) hazardous operational situations occurring with the automobile’s electronic equipment. More specifically, the standard relies on Automotive Safety Integrity Levels (ASILs) to determine risk classes for various ECUs in the vehicle. For example, the engine control ECU belongs to a higher risk class than the ECU responsible for the taillights. Four integrity levels exist from A (the least demanding) to D (the strictest), leading to varying constraints and requirements for the ECUs.
From a practical standpoint, says Kouthon, designing ECUs to be ASIL-compliant requires the addition of verification hardware and safety mechanisms such as redundancy of critical components, error correction codes, Built-in Self-Tests (BIST), system watchdogs, and cyclic-redundancy checks.
“The ECUs also need to control an increasing number of sensors and actuators.
For example, an airbag ECU controls several airbags in a vehicle in addition to acceleration, angular rate, and pressure sensors to evaluate direction and intensity of impact,” he states. “These added mechanisms and components increase the complexity of the system and hardware verification process. They require a different verification flow than the one used for non-automotive hardware. The verification process must also support fault-injection to test for various fault handling scenarios.”
Is the verification of automotive ECUs and sensors a challenging process?
“[Yes], verification needs to cover real-time embedded mixed-signal domains and must be done at the system level, not only at the component level,” he continues. “[In addition, certain] verification scenarios require time to complete, which conflicts with the automotive industry’s stringent production calendars that demand first-time-right designs.”
Moreover, as there are four different ASIL levels, the verification scope must verify a device against both internal and external specifications (depending on its expected safety level). To be sure, all devices within a specified category must meet or exceed the ASIL established threshold. This approach provides a uniform, unbiased criteria for evaluating solutions that are essential components for the design of safety-critical systems.
As Kouthon emphasizes, automotive cybersecurity adds yet another set of constraints to verification because all safety-critical systems are security-critical systems. Indeed, a successful cyber-attack against a safety-critical system could potentially lead to human endangerment. However, the converse is not true, as security-critical systems, such as infotainment, are not necessarily safety critical.
“Automobiles are an attractive target for hackers,” he explains.
“They have been successfully breached in many highly publicized experiments, sometimes leading to a take-over of the vehicle from a remote location using its infotainment system as a gateway.”
Standards such as SAE J3061 and ISO/SAE 21434 focus on automotive cybersecurity to avoid such occurrences. In general, cybersecurity tends to focus on potential threats rather than hazards, and those threats are more challenging because they may be undiscovered.
“Security requires known behavior under all circumstances, so the verification scope must be increased to cover expected inputs and unexpected/unauthorized/illegal inputs,” Kouthon elaborates. “This dramatically increases the scale of the verification effort. The challenge is to include the additional input set and perform proper verification, and all this within the time constraints imposed by automotive production calendars.”
Keep on reading: SAE level of automation in cars simply explained (+Image)
What is the foundation of safeguarding any electronic system?
As Kouthon points out, the foundation of safeguarding any electronic system is security anchored in hardware. This can be achieved by embedding a hardware root of trust in the ICs used in automotive ECUs.
For example, Rambus offers ISO-26262 ASIL-B and ASIL-D ready hardware root of trust cores tailored for automotive applications. These root of trust cores (RT-640 and RT-645 respectively) protect against a wide range of failures including permanent, transient and latent faults, and hardware and software attacks with state-of-the-art anti-tamper security techniques.
“By partnering with Rambus, a company with over 20 years of renowned security experience, automotive designers can help ensure their safety critical SoCs are safeguarded against cyberattack,” he concludes.
Autonomous vehicles shift security risks into overdrive
Semiconductor Engineering’s Ann Steffora Mutschler recently penned a detailed article about the future of autonomous vehicles. As Mutschler observed, autonomous driving and other advanced features will require far more complex software than what is found in cars today.
“To make this all work will require complex algorithms as well as co-designed hardware, which can make real-time decisions to avoid accidents and adjust to changing road conditions,” she explained.

“Automobiles already take advantage of sophisticated software executed by a variety of microcontrollers, but while these software designs are quite complex, cars are still considered to be standalone and self-contained systems. Interaction with the outside world is quite limited.”
To more efficiently and safely perform new complex operations, future vehicles will increase their interaction with the surrounding environment, other vehicles (V2V), as well as roads, traffic lights and signs (V2I).
According to Asaf Ashkenazi, senior director of product marketing in the security division at Rambus, the comprehensive interaction of the car with its environment will allow vehicles to exploit valuable data generated by external sources – and to share that information with others.
“[However], the benefits of sharing information comes at great risk. V2V and V2I will expose the car to hackers and malicious payloads, manipulating the external communication channels,” Ashkenazi told Semiconductor Engineering.
To ensure the security for future cars, says Ashkenazi, automotive software will require a transformation.
“First, the car’s different software components will have to authenticate external systems it interacts with and trust the data it receives,” Ashkenazi elaborated. “This can be done with cryptography and keys, backed by a hardware root-of-trust. Second, a car’s software quality will have to be improved to reduce the number of bugs and vulnerabilities. This can be done by adopting secure coding methods and practices, as well as tighter code quality reviews.”
In addition, says Ashkenazi, various software systems in the vehicle will have to be separated and contained.
“[This] assures that a compromise of one software system does not spread and compromise other systems in the car— similar to how ships use compartments to contain torpedo damage,” he added.
As Ashkenazi previously noted, the complexity of connected and autonomous vehicles presents a unique challenge for the automotive industry.
“People tend to see the car as a mechanical machine, [so] they don’t understand the amount of electronics that gets into a car these days. In the average car, there are more lines of code than in some commercial aircraft,” he observed. “The number of electronic components, the chips, that are running in a car is huge. The potential for an attack as you have more lines and more devices—what we call the attack surface—is much bigger.”
Ashkenazi also emphasized that chipmakers should embed a root-of-trust in appropriate hardware.
“[Because] in reality, there is not enough security in chipsets going into automotive [systems and components]. Nobody thought of it in advance and [that is why] we have some problems today,” he added.
Security IP Glossary
Rambus Wins Automotive Cybersecurity Innovation of the Year at 2024 AutoTech Breakthrough Awards
In an era where vehicles are becoming increasingly interconnected and software-driven, cybersecurity is paramount. Rambus, a leader in high-performance chip and silicon IP that move data faster and safer, has been recognized for its groundbreaking contributions to automotive cybersecurity receiving the prestigious “Automotive Cybersecurity Innovation Of The Year” accolade at the 2024 AutoTech Breakthrough Awards. This recognition highlights Rambus’ unwavering commitment to protecting automotive systems with cutting-edge security solutions.
The AutoTech Breakthrough Awards, now in a fifth year, is a globally recognized program that honors excellence and innovation in automotive and transportation technology. With thousands of nominations spanning over 15 countries, the awards are a testament to the advancements driving the future of the auto industry. Categories include areas such as Autonomous Driving, Artificial Intelligence, Electric Vehicles, Automotive Cybersecurity, and more. Rambus winning in the Automotive Cybersecurity category reflects the company’s success in addressing one of the most critical challenges in the automotive world today: ensuring the safety and security of modern vehicles against increasingly sophisticated cyber threats.
Specifically recognized in this year’s AutoTech Breakthrough Award is the RT-64x Root of Trust family of hardware security IP cores providing embedded Hardware Security Module (HSM) functionality for automotive applications. These fully programmable, ISO 26262 ASIL-B and ASIL-D cores, complying with ISO 21434, provide “security by design,” safeguarding against various types of hardware and software attacks. The RT-64x cores protect automotive systems from faults, tampering, and other cyber threats through a multi-layered security architecture. They create a secure foundation for the automotive supply chain, and support multi-tenant deployments enabling secure applications to have unique keys and independent access permissions, ensuring that data and functionality remain compartmentalized and secure.
Rambus is also looking to the future of cybersecurity with our Quantum Safe Cryptography capabilities. As quantum computing becomes more advanced, the threat to current encryption methods grows. Rambus solutions are designed to offer resilience against the future capabilities of quantum computers, ensuring that automotive systems remain secure in the quantum era.
Winning the “Automotive Cybersecurity Innovation Of The Year” award at the 2024 AutoTech Breakthrough Awards is not just a milestone for Rambus; it is a testament to the company’s forward-thinking approach and leadership in automotive cybersecurity. As vehicles become more complex and connected, Rambus continues to deliver the solutions that the industry needs to stay ahead of ever-evolving cyber threats. With its focus on multi-layered security, quantum-safe cryptography, and robust hardware security, we’re paving the way for a safer, more secure automotive future.

