軟件定義汽車工程師可從物聯(lián)網(wǎng)的發(fā)展中借鑒經(jīng)驗(yàn)。
物聯(lián)網(wǎng)的發(fā)展已向我們證明：互聯(lián)程度的提升必將伴隨著網(wǎng)絡(luò)安全風(fēng)險(xiǎn)的增加。就在不久前，人們還對(duì)手機(jī)物聯(lián)網(wǎng)的便捷性津津樂道，因?yàn)橹恍栎p點(diǎn)屏幕就能夠輕松享受銀行服務(wù)和購(gòu)買定制品牌等便利。然而，日益猖獗的網(wǎng)絡(luò)犯罪令這種便利性大打折扣。據(jù)Statista統(tǒng)計(jì)，預(yù)計(jì)到2026年，網(wǎng)絡(luò)犯罪活動(dòng)將對(duì)全球經(jīng)濟(jì)造成超過(guò)每年20萬(wàn)億美元的損失，較2022年增長(zhǎng)了1.5倍。這些驚人的損失為我們敲響了警鐘。因此，汽車行業(yè)正積極采取預(yù)防措施，以確保下一個(gè)移動(dòng)大數(shù)據(jù)生態(tài)——SDV的安全性。
確保SDV的安全性極具挑戰(zhàn)，因?yàn)榛ヂ?lián)程度的提升意味著潛在攻擊的數(shù)量也會(huì)增加。網(wǎng)絡(luò)黑客不僅使用了更先進(jìn)的工具，而且攻擊目標(biāo)也不再局限于直接攻擊私人汽車，而是包括車隊(duì)、出行應(yīng)用和各種服務(wù)。
不斷完善的法規(guī)和標(biāo)準(zhǔn)
全球性汽車網(wǎng)絡(luò)安全標(biāo)準(zhǔn)直到最近才面世，在此之前，汽車制造商及其一級(jí)供應(yīng)商只能自行制定網(wǎng)絡(luò)安全測(cè)試要求。2020年，聯(lián)合國(guó)世界車輛法規(guī)協(xié)調(diào)論壇（WP.29）推出了旨在為OEM提供指導(dǎo)的汽車網(wǎng)絡(luò)安全監(jiān)管框架。
例如，聯(lián)合國(guó)車輛網(wǎng)聯(lián)和自動(dòng)駕駛軟件安全法規(guī)（UN R155）要求汽車制造商及其供應(yīng)商接受嚴(yán)格的網(wǎng)絡(luò)安全管理體系審查。該法規(guī)還要求汽車制造商獲得“車輛型式批準(zhǔn)”，這意味著審查員需要對(duì)采用相同電氣架構(gòu)的汽車產(chǎn)品進(jìn)行測(cè)試。除了聯(lián)合國(guó)監(jiān)管框架外，在2021年9月，SAE和國(guó)際標(biāo)準(zhǔn)化組織（ISO）也聯(lián)合發(fā)布了ISO/SAE 21434標(biāo)準(zhǔn)。
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UN R155 under WP.29 requires automakers to obtain a “certificate of compliance” under a cybersecurity management system (CSMS). This is to gain “vehicle type approval” so that the vehicle type can operate on public roads in participating nations.
UN R156 – mandates the deployment of a software update management system (SUMS) as a future condition of type approval.
Both regulations will be extended to existing architectures by July 2024.
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ISO/SAE 21434標(biāo)準(zhǔn)
Cybersecurity engineering standard that implements a risk-driven CSMS focused on engineering vehicles securely.
The standard provides vocabulary, objectives, requirements, and guidelines as a foundation for common understanding throughout the supply chain.
This enables organizations to:
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Define cybersecurity policies and processes
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Manage cybersecurity risks
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Foster a cybersecurity culture
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UN R155法規(guī)是汽車制造商及其關(guān)鍵供應(yīng)商必須遵守的強(qiáng)制性法規(guī)，而ISO/SAE 21434標(biāo)準(zhǔn)則是一套具體的實(shí)施指南。汽車制造商若想在市場(chǎng)上成功推出新車型，必須同時(shí)實(shí)施以上的法規(guī)和指南。
汽車制造商和一級(jí)供應(yīng)商究竟如何才能將法規(guī)和標(biāo)準(zhǔn)轉(zhuǎn)化為實(shí)際行動(dòng)，以確保SDV的安全性？幸運(yùn)的是，汽車行業(yè)可向網(wǎng)絡(luò)安全專家借鑒經(jīng)驗(yàn)，因?yàn)樗麄冏晕锫?lián)網(wǎng)興起以來(lái)就始終致力于防范黑客攻擊。例如，非營(yíng)利性網(wǎng)絡(luò)安全倡導(dǎo)組織“開放式 Web 應(yīng)用程序安全項(xiàng)目 (OWASP) ”制定了一份供汽車制造商參考的十大漏洞清單，助其保障SDV各種潛在攻擊界面的安全性。
以下列出了OWASP的十大漏洞清單，以及汽車制造商為提高汽車網(wǎng)絡(luò)安全性可實(shí)施的測(cè)試：
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OWASP十大可防范網(wǎng)絡(luò)安全漏洞清單
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不安全的數(shù)據(jù)傳輸或存儲(chǔ)
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測(cè)試是UN R155汽車網(wǎng)絡(luò)安全管理體系（CSMS）不可或缺的組成部分。從物理車載網(wǎng)絡(luò)、電子控制單元和電動(dòng)車充電端口等車載硬件，到開放系統(tǒng)互聯(lián)（OSI）堆棧的所有層，不同系統(tǒng)均須經(jīng)過(guò)全方位的測(cè)試。不僅如此，考慮到各種潛在的威脅場(chǎng)景和設(shè)計(jì)迭代的需求，測(cè)試項(xiàng)目將會(huì)更加繁復(fù)。
為了管理這份冗長(zhǎng)而詳盡的測(cè)試清單，并滿足審計(jì)追蹤的要求，汽車制造商及其供應(yīng)商正轉(zhuǎn)而采用一站式的汽車網(wǎng)絡(luò)安全測(cè)試解決方案。這些解決方案由電子系統(tǒng)和軟件組成，可模擬受攻擊車輛和黑客，通常包含以下關(guān)鍵要素：
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無(wú)線和有線信號(hào)模擬器及分析儀，用于模擬和監(jiān)控汽車的通信系統(tǒng)
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偵察和漏洞利用服務(wù)器
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應(yīng)用和威脅情報(bào)庫(kù)，可對(duì)其中不同的攻擊活動(dòng)進(jìn)行篩選和規(guī)劃
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自動(dòng)化和跟蹤平臺(tái)，用于管理測(cè)試數(shù)據(jù)和結(jié)果，以便進(jìn)行報(bào)告和審查
早期發(fā)現(xiàn)風(fēng)險(xiǎn)能夠節(jié)省成本、維護(hù)聲譽(yù)
回顧物聯(lián)網(wǎng)和近年來(lái)智能手機(jī)的發(fā)展歷程，我們不難發(fā)現(xiàn)，詐騙犯和黑客每天都會(huì)造成高達(dá)上百萬(wàn)美元的經(jīng)濟(jì)損失。因此，確保未來(lái)智能網(wǎng)聯(lián)汽車的安全性是一項(xiàng)迫在眉睫的任務(wù)。物聯(lián)網(wǎng)和智能手機(jī)已徹底改變了我們的生活方式。盡管存在網(wǎng)絡(luò)漏洞的風(fēng)險(xiǎn)，但我們大多數(shù)人都已無(wú)法回到?jīng)]有網(wǎng)絡(luò)的世界。
軟件定義汽車很可能會(huì)進(jìn)一步豐富我們的互聯(lián)生活方式。憑借在物聯(lián)網(wǎng)安全方面汲取的經(jīng)驗(yàn)，我們希望汽車制造商及其關(guān)鍵供應(yīng)商能夠搶占先機(jī)，預(yù)防網(wǎng)絡(luò)犯罪分子攻擊個(gè)人車主以及車隊(duì)、相關(guān)運(yùn)輸系統(tǒng)及電動(dòng)車供電設(shè)備的運(yùn)營(yíng)企業(yè)。在汽車的整個(gè)生命周期內(nèi)對(duì)其進(jìn)行嚴(yán)格測(cè)試，可最大限度地降低汽車遭受網(wǎng)絡(luò)攻擊的風(fēng)險(xiǎn)，并避免汽車制造商和服務(wù)供應(yīng)商成為黑客攻擊的首要目標(biāo)。
本文由是德科技（Keysight Technologies）的行業(yè)和解決方案營(yíng)銷經(jīng)理Hwee Yng Yeo撰寫。
Old car models with mechanical components are rapidly giving way to the increasingly software-defined vehicle (SDV) with features that not only allow drivers and passengers to stay connected to the digital world but to enjoy a safer and easier journey with automated driving features (see Figure 1).
With increasing connectivity comes greater exposure to cybersecurity risks, as attested by the Internet of Things (IoT). It wasn’t so long ago when the conveniences of mobile connectivity seemed like a real boon, from banking and buying bespoke brands just a click away. That was until cybercrimes became a bane and a scourge, estimated to cost the global economy more than US $20 trillion a year by 2026, a 1.5x increase compared to 2022, according to Statista. These staggering dollar amounts represent hard lessons learned, and the automotive industry is stepping up on preemptive efforts to secure the next big data mine on wheels: the SDV.
Securing SDVs is extremely challenging, as increased connectivity means an increased number of potential attack interfaces (see Figure 2). Not only are cyber-hacking tools more advanced, but attackers are also moving beyond direct attacks against individual vehicles to target fleets, mobility applications, and services.
Evolving regulations and standards
Until the recent past, there were no global automotive cybersecurity standards, leaving automakers and their Tier 1 supply chain to develop their own cybersecurity testing requirements. In 2020, the United Nations’ World Forum for Harmonization of Vehicle Regulations (WP.29) introduced an automotive cybersecurity regulatory framework for OEMs.
For example, UN Regulation 155 (UN R155) mandates rigorous cybersecurity management system audits for automakers and their suppliers. It also requires automakers to obtain "vehicle type approval", which involves auditors conducting tests on vehicle products sharing the same electrical architecture. As recently as September 2021, SAE and the International Organization for Standardization (ISO) jointly published the ISO/SAE 21434 standard.
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WP.29 regulations
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ISO/SAE 21434 standards
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UN R155 under WP.29 requires automakers to obtain a “certificate of compliance” under a cybersecurity management system (CSMS). This is to gain “vehicle type approval” so that the vehicle type can operate on public roads in participating nations.
UN R156 – mandates the deployment of a software update management system (SUMS) as a future condition of type approval.
Both regulations will be extended to existing architectures by July 2024.
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Cybersecurity engineering standard that implements a risk-driven CSMS focused on engineering vehicles securely.
The standard provides vocabulary, objectives, requirements, and guidelines as a foundation for common understanding throughout the supply chain.
This enables organizations to:
-
Define cybersecurity policies and processes
-
Manage cybersecurity risks
-
Foster a cybersecurity culture
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Automakers and their key suppliers must comply with UN R155 regulations while ISO/SAE 21434 is a set of guidelines. Both must go hand-in-hand if automakers want to bring new vehicle models to market.
Exactly how can automakers and Tier 1s translate both regulation and standards into action to secure the software-defined vehicle? The automotive industry has the benefit of leveraging learnings from cybersecurity experts who have been trying to stay ahead of hackers since the Internet of Things arrived. For example, the non-profit cybersecurity advocate group Open Web Application Security Project has an OWASP Top 10 list of vulnerabilities that automakers reference to secure the various attack interfaces of the software-defined vehicle. Table 2 shows the OWASP Top10 list, and the tests that automakers can implement for boosting automotive cybersecurity:
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OWASP Top 10 list of preventable cybersecurity vulnerabilities
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Common threats
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Related tests
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1
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Weak, guessable, or hardcoded passwords
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Brute force scanner
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2
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Insecure network services
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Service discovery
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3
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Insecure ecosystem interfaces
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Application layer scan and attack
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4
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Lack of secure update mechanism
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Validation of secure communications
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5
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Use of insecure or outdated components
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Vulnerability assessment
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6
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Insufficient privacy protection
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Assess services access
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7
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Insecure data transfer and storage
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Validation of secure communications
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8
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Lack of device management
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Summarize device identification
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9
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Insecure default settings
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Overall summary of device settings
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10
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Lack of physical hardening
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You must lock your car!
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Putting security to the test
Testing is an essential part of the UN R155 automotive cybersecurity management system (CSMS). Different systems must be thoroughly tested, from onboard hardware like physical in-vehicle networks, electronic control units, and EV charging ports through all layers of the open systems interconnection (OSI) stack. Multiply that with different threat scenarios and design iterations, the list of tests is extensive.
To manage the exhaustive lists of tests and be able to manage and pass audit trails, automakers, and their suppliers are turning to turnkey automotive cybersecurity test solutions. These solutions comprise electronic systems and software to emulate a victim vehicle and hacker(s). They typically comprise these key elements (see Figure 3):
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Wireless and wireline signal emulators and analyzers to simulate and monitor the vehicle’s communication systems
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Reconnaissance and exploitive attack servers
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Application and threat intelligence library from which different attacks can be selected and scheduled
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Automation and tracking platform to manage test data and results for reporting and auditing
Early detection saves money – and reputation
Taking a page off the history of the Internet of Things, and in more recent times, the smartphone, where millions of dollars are lost daily to scammers and hackers, securing the connected smart vehicle of the future is both important and urgent. IoT and the smartphone changed the way we live. There is no going back to an off-grid world for most of us, despite the dangers of cyber exploitations.
SDVs will likely expand upon the connected way of living for us. Hopefully, with lessons learned on how to secure our connected world, automakers and their key suppliers can stay many steps ahead of cybercriminals waiting to exploit both individual car owners and organizations that run fleets and associated transportation systems and electric vehicle supply equipment. Rigorous testing throughout a vehicle’s life cycle will minimize the risks of automotive cyberattacks and help keep automakers and service providers off the headlines of who’s been hacked.
Hwee Yng Yeo is industry and solutions marketing manager at Keysight Technologies.
主要由機(jī)械部件構(gòu)成的傳統(tǒng)汽車正在被日益普及的軟件定義汽車（SDV）迅速取代，SDV不僅能讓駕駛員和乘客與數(shù)字世界保持連接，還可通過(guò)自動(dòng)駕駛功能讓人們享受更安全、更輕松的旅程。
更多的互聯(lián)接口增加了軟件定義車輛遭受網(wǎng)絡(luò)攻擊的可能性。（是德科技）
汽車網(wǎng)絡(luò)安全測(cè)試設(shè)備示例。（是德科技）