EU-funded project completed: “We have achieved what we set out to do!”
Final conference showcasing SECREDAS results on
improving security, safety and privacy of autonomous systems
The SECREDAS project, a collaboration of over 70 organisations, finished its technical work in October 2021. Over the 3-year lifetime of the project our experts in security, safety and privacy domains worked to develop integrated security, safety and privacy solutions for automated and autonomous systems.
During the consortium’s conference on the 19th and 20th October 2021 at the Helmond Automotive Campus (NL), over 40 integrated hardware and software demonstrators were showcased and the recorded results from the live validation tests were presented. In this in-person event, over 160 participants from the consortium and their invited supply chain engaged in discussions on how best to build consumer acceptance for using automated/autonomous systems, the possibilities of cooperative mobility based on C-ITS, and new requirements for standardisation.
Our focus was on making future autonomous driving safe from external malicious interference or hacking that would put car passengers or other road users in danger. To achieve this, we created a common security, safety and privacy reference framework that allowed us to design, develop and test technology solutions that span all three domains simultaneously. We successfully tested our results across a range of realistic ‘on-road’ driving scenarios and hacking/vulnerability threats. The project also covered new safety and security functions in rail applications and health monitoring applications.
The SECREDAS project officially ended with a successful project review by the European Commission and 4 external reviewers. In their words:“We have a positive impression of the project. We see a good evolution and technical advancement for the community. The project has achieved good individual results and showed them in a multitude of demonstrators. The standardisation work and the dissemination efforts to the public are much appreciated”.
Curious about how the SECREDAS project has contributed to building more consumer trust in automated/autonomous systems? Then please check out the video – and its sub-sections – below.
If you are interested and want to know more about any aspect of our project, please send a message to info@secredas-project.eu.
The following video gives an impression of how project partners valued the SECREDAS project now that it has been completed.
ABOUT SECREDAS
SECREDAS stands for “Product Security for Cross Domain Reliable Dependable Automated Systems”. It is one of
the first funded ECSEL Joint Undertaking projects which looks at security, safety and privacy across multiple
application domains: Road, Rail and Health.
The project consortium built a reference architecture for Secure
and Safe Automated systems compliant with the new GDPR Regulation. The project started in May 2018 and finished in October 2021. It was co-funded through the EU ECSEL Programme and a number of national funds.
ACKNOWLEDGEMENT
SECREDAS received funding within the Electronic Components and Systems for European Leadership Joint Undertaking (ECSEL JU) in collaboration with the European Union’s H2020 Framework Programme (H2020/2014-2020) and National Authorities, under grant agreement n° 783119.
The SECREDAS project
The SECREDAS project was set up to maximise the available expertise and generate application-specific solutions based on common technology elements. This ensured that solutions achieve their intended security and safety targets, work on common platforms and are also cost-effective. The project had a total budget of €51 Million, of which €14 Million came from ECSEL and national co-funding grants. The project finished its activities successfully on time and below budget.
The SECREDAS project operated through 11 interlinked Work Packages (WPs); WP11 is a combined work package on project management , dissemination and exploitation of results.
Reasons
Goals
Structure
Present
Newsletters
Why this project?
At this time, one in four potential buyers/users in Europe of automated driving is reluctant to do so, mainly due to
a lack of trust into its security. Hence industry and research communities need to work on an answer to ensure
that these concerns are no longer roadblocks for further evolutions in the transport and personal healthcare
sectors. By using new design and development methodologies to integrate cross-domain cybersecurity and safety
related technologies, 70 European research and industrial partners took an important step toward increasing
consumer trust in Europe’s transportation (vehicles, rail and aerospace) and medical industries.
The SECREDAS project is ground-breaking because:
• It was the first cross-domain large-scale platform project involving key knowledgeable players and influential
partners in the domains of security, safety, privacy, automotive, health and rail.
• It created a cross-domain reference architecture, design patterns and common security/privacy
technology components which can be embedded in-domain specific solutions and which guarantee safety
and performance requirements for 2020 vehicle requirements.
• It focussed on multi-sector demonstrations showing how to withstand hacking & attacking of the key
components and systems.
• It created a new multi-stakeholder dialogue based on sound human factor surveys that will deliver new
insights towards future legislation and societal acceptance. This was done in close cooperation with key
stakeholder groups and user groups.
What has SECREDAS achieved?
The SECREDAS project consortium completed the development and validation of the multi-domain architecting
methodologies, reference architectures, components and suitable integration and verification approaches for
automated systems. It also took into account and influenced standardization, certification and qualification
in different domains to combine high security and privacy protection while preserving functional-safety and
operational performance.
The results of this project will ensure that European OEMs remain competitive and maintain their world-leading position. The
technologies developed in this project will provide common approaches as well as domain-specific solutions that
adapt to changing environments and new challenges.
The SECREDAS project was a success because:
• the Reference Architecture & Design Patterns was used by 80% of the SECREDAS partners and by interested
stakeholders in at least 5 other European Cooperation Projects.
• The common technology elements were used in at least 3 domain-specific components developed in
SECREDAS and in at least 3 other European Cooperation Projects.
• We successfully introduced on the market new domain-specific components.
• We have had a visible impact in several standardisation committees.
• We have had an impact on future European roadmaps as developed by EU and specific stakeholder groups.
• We carried out four successful demonstration cycles on the prevention and mitigation of external hacking efforts based on the proposed Use Cases and threat scenarios.
Most of all: SECREDAS delivered a significant contribution to the development of trust and acceptance by consumers and users of automated systems!
How was SECREDAS structured?
SECREDAS comprised 11 work packages which built upon each other’s achievements.
In the first project year:
the partners focussed on:
• Identifying Use Cases which describe particular – realistic – situations in which a user interacts with an automated system and its outside environment. These Use Cases cover things like: the way a vehicle is accessed for use or interacts with other vehicles whilst driving or at cross roads for example, to crossings between rail and road infrastructure, sudden illness of the user or necessary technical updates or upgrades of the system.
• Based on the Use Cases the partners identified realistic headline threat scenarios and sub-scenarios – coincidental as well as malicious – which could affect the security or safety of the automated system and thereby endanger the user if not prevented or counteracted on time.
• Finally, the Threat scenarios were analysed and led to the definition of hardware and software component requirements that address each scenario and thus safeguards the autonomous system’s security and the user’s safety.
In the second project year
the partners worked hard on the development of the hardware and software components and on validation of the effectiveness of each demonstrator against the different threat scenarios. Much emphasis was on finding common approaches for similar-type threats across the three application domains. Cross-workpackage groups were created to ensure a smooth knowledge exchange and transfer of results between partners and work packages with a view to the integration and testing of components and systems in four main demonstrator cycles in year three. Stand-alone components developed in the different work package tasks were successfully integrated in order to test and validate interconnection and overall security. Year two also saw a quick ramping up of external dissemination and commercial exploitation activities by the different partners.
In the third project year:
A selected number of components were included in major field tests whereby autonomously moving test-vehicles ran through the Use Cases and were subjected to different threat scenario environments. This involved the simulation of external attacks on the systems internal network and interaction with other networks, sudden occurrences on/near road and rail infrastructure etc. The field tests took place on specially prepared stretches of road as well as via drone simulations. Dissemination of the technical results to a wide audience was a major activity in Year 3.
In several iterative steps a Reference Architecture is transformed into systems for demonstration in SECREDAS.
Where are we now?
A presentation was prepared for the 2020 EFECS conference (November 2020) to highlight the achievements of the SECREDAS consortium during its second project year. It shows that the consortium – despite limitations resulting from the COVID19 pandemic – is well placed for delivery of the project goals during the final year, where the focus is on several live on-the-road demonstrations of how security, safety and privacy risks to connected/automated can be successfully avoided or mitigated.
Please also have a look at some of the 46 recordings made by SECREDAS partners of stand-alone technologies developed thus far: LINK. These technologies are now being integrated into the live demonstrator cycles.
You can click on the picture below to see the full year 2 progress.
The picture on the right provides a summary overview of where we are in the project.
Green means: completed;
Yellowgreen means: in progress and close to completion.
A presentation was prepared for the 2020 EFECS conference (November 2020) to highlight the achievements of the SECREDAS consortium during its second project year. Click on this LINK to view the presentation. It shows that the consortium – despite limitations resulting from the COVID19 pandemic – is well placed for delivery of the project goals during the final year, where the focus is on several live on-the-road demonstrations of how security, safety and privacy risks to connected/automated can be successfully avoided or mitigated.
Please also have a look at some of the 46 recordings made by SECREDAS partners of stand-alone technologies developed thus far: LINK. These technologies are now being integrated into the live demonstrator cycles.
By the end of July, the consortium partners have jointly been able to develop technologies that address the 10 identified major security, safety and privacy threats that end-users could face when using automated vehicles.
To facilitate technology integration and joint demonstration capability, a special tool (CT-Track) was designed to ensure that partners are well aware of what others have developed and which supporting concepts and frameworks were used. The CT-track tool thus helps to link all technology development from the partners back to the core-aim of the SECREDAS project, namely: do they jointly solve the defined Threats in the defined Use Cases of D1.7?
Although due to COVID19 some testing of stand-alone hardware or software still needs to be completed, the SECREDAS Steering Board feels confident that we are ready to start on the detailed integration/inter-connection work that will deliver the implementable solutions that OEMs and consumers are expecting from us.
With the possible exception of 4 deliverables (for 2 of which we will request a deadline extension anyway for technical reasons), all activities and promised deliverables will be submitted before the Annual Review meeting. Considering the circumstances in the past six months, this has been a major achievement by all partners involved.
On 23rd and 24th September, the Consortium highlighted the project’s achievements during the 2nd Annual Review meeting. In the meantime, the number of demonstrator recordings was increased significantly. These demonstrators were shown during the 2nd Annual Review meeting to highlight that the consortium was indeed ready to move toward integration and “live on-road demonstrations” of security, safety & privacy solutions in automotive.
Year 1 of the project was completed in April 2019 with only minor delays in the production of technical deliverables. Use Cases and threat scenarios were identified and solution requirements defined and validated. The annual review by external experts and the European Commission (June 2019) mainly showed minor improvement issues related to the transfer of results between work packages, and these were addressed. The project started well into Year 2 of operation. Technical progress was fast moving forward and required more cross-work package interaction and collaboration to ensure that the results from initial demonstrators and prototypes from each work package could be used and integrated upward to systems that could be tested in the Year 3 field tests.
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Why this project?
At this time, one in four potential buyers/users in Europe of automated driving is reluctant to do so, mainly due to
a lack of trust into its security. Hence industry and research communities need to work on an answer to ensure
that these concerns are no longer roadblocks for further evolutions in the transport and personal healthcare
sectors. By using new design and development methodologies to integrate cross-domain cybersecurity and safety
related technologies, 70 European research and industrial partners took an important step toward increasing
consumer trust in Europe’s transportation (vehicles, rail and aerospace) and medical industries.
The SECREDAS project is ground-breaking because:
• It was the first cross-domain large-scale platform project involving key knowledgeable players and influential
partners in the domains of security, safety, privacy, automotive, health and rail.
• It created a cross-domain reference architecture, design patterns and common security/privacy
technology components which can be embedded in-domain specific solutions and guarantees safety
and performance requirements for 2020 vehicle requirements.
• It focussed on multi-sector demonstrations showing how to withstand hacking & attacks on key
components and systems.
• It created a new multi-stakeholder dialogue based on sound human factor surveys that delivered new
insights towards future legislation and societal acceptance. This was done in close cooperation with key
stakeholder groups and user groups.
What did SECREDAS achieve?
The SECREDAS project consortium developed and validated multi-domain architecting
methodologies, reference architectures, components and suitable integration and verification approaches for
automated systems. The consortium also took into account and influenced standardization, certification and qualification
in different domains, to combine high security and privacy protection while preserving functional-safety and
operational performance.
This will ensure that European OEMs remain competitive and maintain their world-leading position. The
technologies developed in this project have provided common approaches as well as domain-specific solutions that
adapt to changing environments and new challenges.
The SECREDAS project is a success because:
• the Reference Architecture & Design Patterns was used by 80% of the SECREDAS partners and by interested
stakeholders in at least 5 other European Cooperation Projects.
• The common technology elements were used in at least 3 domain-specific components developed in
SECREDAS and in at least 3 other European Cooperation Projects.
• We successfully introduced on the market new domain-specific components.
• We have had a visible impact in several standardisation committees.
• We have had an impact on future European roadmaps as developed by EU and specific stakeholder groups.
• We carried out a successful demonstration on the prevention and mitigation of external hacking efforts based on the proposed Use Cases and threat scenarios.
Most of all: SECREDAS delivered a significant contribution to the development of trust and acceptance by consumers and users of automated systems!
How was SECREDAS structured?
SECREDAS comprised 11 work packages which built upon each other’s achievements.
In the first project year
the partners focussed on:
• Identifying Use Cases which describe particular – realistic – situations in which a user interacts with an automated system and its outside environment. These Use Cases cover things like: the way a vehicle is accessed for use or interacts with other vehicles whilst driving or at cross roads for example, to crossings between rail and road infrastructure, sudden illness of the user or necessary technical updates or upgrades of the system.
• Based on the Use Cases the partners identified realistic headline threat scenarios and sub-scenarios – coincidental as well as malicious – which could affect the security or safety of the automated system and thereby endanger the user if not prevented or counteracted on time.
• Finally, the Threat scenarios were analysed and led to the definition of hardware and software component requirements that address each scenario and thus safeguards the autonomous system’s security and the user’s safety.
In the second second project year
the partners worked hard on the development of the hardware and software components and on validation of the effectiveness of each demonstrator against the different threat scenarios. Much emphasis was on finding common approaches for similar-type threats across the three application domains. Cross-workpackage groups were created to ensure a smooth knowledge exchange and transfer of results between partners and work packages with a view to the integration and testing of components and systems in three main demonstrator cycles in year three. Stand-alone components developed in the different work package tasks were also being integrated in order to test and validate interconnection and overall security. Year two also saw a quick ramping up of external dissemination and commercial exploitation activities by the different partners.
In the third project year
a selected number of components were included in major field tests whereby autonomously moving test-vehicles ran through the Use Cases and were placed in different threat scenario environments. This involved the simulation of external attacks on the systems internal network and interaction with other networks, sudden occurrences on/near road and rail infrastructure etc. The field tests took take place on specially prepared stretches of road, as well as via drone simulations. Dissemination of the technical results to a wide audience were a major activity in Year 3.
How was SECREDAS structured?
SECREDAS comprised 11 work packages which built upon each other’s achievements.
In the first project year
the partners focussed on:
• Identifying Use Cases which describe particular – realistic – situations in which a user interacts with an automated system and its outside environment. These Use Cases cover things like: the way a vehicle is accessed for use or interacts with other vehicles whilst driving or at cross roads for example, to crossings between rail and road infrastructure, sudden illness of the user or necessary technical updates or upgrades of the system.
• Based on the Use Cases the partners identified realistic headline threat scenarios and sub-scenarios – coincidental as well as malicious – which could affect the security or safety of the automated system and thereby endanger the user if not prevented or counteracted on time.
• Finally, the Threat scenarios were analysed and led to the definition of hardware and software component requirements that address each scenario and thus safeguards the autonomous system’s security and the user’s safety.
In the second project year
the partners worked hard on the development of the hardware and software components and on validation of the effectiveness of each demonstrator against the different threat scenarios. Much emphasis was on finding common approaches for similar-type threats across the three application domains. Cross-workpackage groups were created to ensure a smooth knowledge exchange and transfer of results between partners and work packages with a view to the integration and testing of components and systems in four main demonstrator cycles in year three. Stand-alone components developed in the different work package tasks were also being integrated in order to test and validate interconnection and overall security. Despite COVID19, year two saw a quick ramping up of external dissemination and commercial exploitation activities by the different partners.
In the third project year
A selected number of components was included in major field tests whereby autonomously moving test-vehicles ran through the Use Cases and were subject to different threat scenario environments. This involved the simulation of external attacks on the systems internal network and interaction with other networks, sudden occurrences on/near road and rail infrastructure etc. The field tests took place on specially prepared stretches of road, as well as via drone simulations. Dissemination of the technical results to a wide audience was a major activity in Year 3.
Year 1 of the project was completed in April 2019 with only minor delays in the production of technical deliverables. Use Cases and threat scenarios were identified and solution requirements defined and validated. The annual review by external experts and the European Commission (June 2019) mainly showed minor improvement issues related to the transfer of results between work packages, and these were addressed.
The project then started well into Year 2 of operation. Technical progress was fast moving forward and required more cross-work package interaction and collaboration to ensure that the results from initial demonstrators and prototypes from each work package could be used and integrated upward to systems that could be tested in the Year 3 field tests. The integration activities only suffered minor delays from the COVID19 pandemic during this time.
In year 3 it was a struggle to integrate components and prototypes into actual solutions and to prepare the live demonstrations. This was mainly due to Covid19 travel restrictions; partners were partly forced to perform integration activities remotely. Thanks to careful planning – in line with COVID19 regulations – it still proved possible to perform all planned demonstrations. This resulted in validated technical solutions that in part went beyond the project’s original expectations.
SECREDAS Work Plan and Deliverables
IMAGE HERE
Work Package 1: User Scenarios
Coordinator: IMEC-Belgium (IMEC-B)
WP1 studied a number of user scenarios which were relevant for SECREDAS to cover the intertwining of security, safety and privacy protection. The study was used to derive future reference architectures and requirements (input to WP 2), develop common technology elements (input to WP3).
The output was:
• a reference set of user scenarios for future technical developments, demonstrations and assessment/certification of new components;
• impact assessment of user scenarios on new components;
• translation of user scenarios into demonstrations;
• organisation of use-case workshop with other EU pilot projects.
IMAGE HERE
Work Package 2: Reference Architecture & Requirements
Coordinator: IDEMIA (IDEMIA)
WP2 provided an analysis of the Safety, Security and Privacy requirements needed for the design, implementation and evaluation of the SECREDAS uses cases.
The output was:
• identification and analysis of privacy, safety and security goals and requirements;
• a security model;
• security and privacy Reference-Architecture;
• supervisor Architecture for Mitigating Safety and Security Issues.
IMAGE HERE
Work Package 3: Common Technology Elements
Coordinator: VIRTUAL VEHICLE RESEARCH GMBH
The main objectives were to (1) develop and validate a number of common technology elements for the reference architectures and (2) develop a framework for multi-concerned security-safety verification and testing. Common technology elements were provided/enhanced and design patterns created to support the development of technical security measures, maintaining functional safety, privacy and operational performance.
The output was:
• improvement of Common Technology Elements;
• New design patterns, including Safety, Security and Privacy analysis;
• security testing framework.
IMAGE HERE
Work Package 4: Vehicle Sensing
Coordinator: PDMF
The objective in this Work package was to design, develop and verify appropriate cyber-security and safety in sensor and pre-processing systems required in ADAS/AD/connected vehicles.
The output was:
• selected sensor, components and sensor data processing algorithms and computing platforms for ADAS applications;
• sensors and components used for ADAS/AD;
• design and integration of the central sensor fusion system architecture;
• sensor System Integration and Validation.
IMAGE HERE
Work Package 5: Vehicle connectivity
Coordinator: YoGoKo
The objectives in this Work package were to integrate security building blocks necessary to protect the external interfaces linking the vehicle to the external environment. Specifically: protect the vehicle against security breaches
related to communication flows with other vehicles and the roadside infrastructure (V2X), IoT and sensor devices interacting with the vehicle.
The output was:
• map of high-level security features into the ITS station reference architecture;
• integration of security features developed in WP3 an existing V2X communication stack complying with Cooperative ITS standards;
• integration of security features developed in WP3 into an existing communication stack providing extended connectivity to the cloud complying with Cooperative ITS standards;
• increased safety and privacy of IoT devices integrated in vehicles;
• a prototype of a radar/5G component capable of operating in the 76-81 GHz frequency band;
• security testing & performance validation.
IMAGE HERE
Work Package 6: In-vehicle networking & VCU
Coordinator: NXP Semiconductors Netherlands
This work package provided the hardware and software foundation for running
the Use Scenarios from the other WP’s in an automotive product. The work centred around the following components: data processing, In-vehicle networking devices, VCU electrical controller.
The output was:
• development of data processing components that run on or with the hardware components created in Task 6.2 and Task 6.3;
• development of (hardware) components that take care of the networking within the car. This covers the ‘heart’ of the car networking in the car between sensors, processing units and actuators (but not networking between the car and the outside world);
• development of highly secured VCU electronic controller components;
• VCU electronic controller module development and validation.
IMAGE HERE
Work Package 7: Health
Coordinator: Philips
The objectives in this Work package were to integrate the secure architecture
and common technology elements into a personal health demonstrator using wearables. The WP contributed to a multi domain demonstrator to enable enhanced cruise control by monitoring the driver and measure the driver performance to enhance the safety of (semi) autonomous driving.
The output was:
• creation of a secure connection between wearables and via a gateway;
• sensing devices and algorithms for driver health monitoring;
• demonstrator development;
• user acceptance tests.
IMAGE HERE
Work Package 8: Rail
Coordinator: Thales
The objectives in this Work package were to assess cyber security and safety critical components from WP2 and WP3 for the railway domain.
The output was:
• identification of requirements for safety and security layers for the railway domain;
• component specification and concept development involving common security technologies and reference architectures;
• component integration and validation.
IMAGE HERE
Work Package 9: Common demonstrators
Coordinator: IMEC-Belgium (IMEC-B)
The objectives in this Work package were to demonstrate software and hardware solutions on key User Scenarios. Five scenarios underwent field-testing: Road Intersection, Automated truck with driver getting health problems, Updating the vehicle, Advanced Access to Vehicle & Rail.
The output consisted of four full demonstration cycles at selected experimentation locations on:
(1) autonomous driving and infrastructure servers,
(2) driver Monitoring Systems and
(3) cybersecurity and connectivity.
IMAGE HERE
Work Package 10: Standardisation, Qualification & Certification
Coordinator: AIT
The objectives in this Work package were to:
• analyze involvement in standardization activities and current use of standards by partners;
• analyze the applicability of current security, safety and communication (ITS) standards and initiatives for the targeted domains;
• disseminate new project findings to standardization, trying to influence or initiate standards;
• develop guidelines for continuous multi-concern (safety and security) certification including assessment methods.
IMAGE HERE
Work Package 11: management, Dissemination & Exploitation
Coordinator: NXP Semiconductors Netherlands
The objectives in this Work package were to implement the management of the project and the communication towards the outside world and the multiple stakeholders in the outcome of the project. The work also included the development of the strategy towards specific activities on exploitation, dissemination and risk monitoring & mitigation.
In addition to project management, the output of this work package was:
• initiating and organising various multi-Stakeholder Dialogues for further commercial uptake or policy development on autonomous systems;
• presenting SECREDAS and partner findings at conferences, fairs and through publications and outreach activities.
SECREDAS Work Plan and Deliverables
Work Package 1: User Scenarios
Coordinator: IMEC-Belgium (IMEC-B)
WP1 studied a number of user scenarios, which were relevant for SECREDAS to cover the intertwining of security, safety and privacy protection. The study was used to derive future reference architectures and requirements (input to WP 2), develop common technology elements (input to WP3).
The output was:
• a reference set of user scenarios for future technical developments, demonstrations and assessment/certification of new components;
• impact assessment of user scenarios on new components;
• translation of user scenarios into demonstrations;
• organisation of use-case workshop with other EU pilot projects.
Work Package 2: Reference Architecture & Requirements
Coordinator: IDEMIA (IDEMIA)
WP2 provided an analysis of the Safety, Security and Privacy requirements needed for the design, implementation and evaluation of the SECREDAS uses cases.
The output was:
• identification and analysis of privacy, safety and security goals and requirements;
• a security model;
• security and privacy Reference-Architecture;
• supervisor Architecture for Mitigating Safety and Security Issues.
Work Package 3: Common Technology Elements
Coordinator: VIRTUAL VEHICLE RESEARCH GMBH
The main objectives were to (1) develop and validate a number of common technology elements for the reference architectures and (2) develop a framework for multi-concerned security-safety verification and testing. Common technology elements will be provided/enhanced and design patterns created to support the development of technical security measures, maintaining functional safety, privacy and operational performance.
The output was:
• improvement of Common Technology Elements;
• New design patterns, including Safety, Security and Privacy analysis;
• security testing framework.
Work Package 4: Vehicle Sensing
Coordinator: PDMF
The objective in this Work package was to design, develop and verify appropriate cyber-security and safety in sensor and pre-processing systems required in ADAS/AD/connected vehicles.
The output was:
• selected sensor, components and sensor data processing algorithms and computing platforms for ADAS applications;
• sensors and components used for ADAS/AD;
• design and integration of the central sensor fusion system architecture;
• sensor System Integration and Validation.
Work Package 5: Vehicle connectivity
Coordinator: YoGoKo
The objectives in this Work package were to integrate security building blocks necessary to protect the external interfaces linking the vehicle to the external environment. Specifically: protect the vehicle against security breaches
related to communication flows with other vehicles and the roadside infrastructure (V2X), IoT and sensor devices interacting with the vehicle.
The output was:
• map of high-level security features into the ITS station reference architecture;
• integration of security features developed in WP3 an existing V2X communication stack complying with Cooperative ITS standards;
• integration of security features developed in WP3 into an existing communication stack providing extended connectivity to the cloud complying with Cooperative ITS standards;
• increased safety and privacy of IoT devices integrated in vehicles;
• a prototype of a radar/5G component capable of operating in the 76-81 GHz frequency band;
• security testing & performance validation.
Work Package 6: In-vehicle networking & VCU
Coordinator: NXP Semiconductors Netherlands
This work package provided the hardware and software foundation for running
the Use Scenarios from the other WP’s in an automotive product. The work centred around the following components: data processing, In-vehicle networking devices, VCU electrical controller.
The output was:
• development of data processing components that run on or with the hardware components created in Task 6.2 and Task 6.3;
• development of (hardware) components that takes care of the networking within the car. This covers the ‘heart’ of the car networking in the car between sensors, processing units and actuators (but not networking between the car and the outside world);
• development of highly secured VCU electronic controller components;
• VCU electronic controller module development and validation.
Work Package 7: Health
Coordinator: Philips
The objectives in this Work package were to integrate the secure architecture
and common technology elements into a personal health demonstrator using wearables. The WP will contribute to a multi domain demonstrator to enable enhanced cruise control by monitoring the driver and measure the driver performance to enhance the safety of (semi) autonomous driving.
The output was:
• creation of a secure connection between wearables and via a gateway;
• sensing devices and algorithms for driver health monitoring;
• demonstrator development;
• user acceptance tests.
Work Package 8: Rail
Coordinator: Thales
The objectives in this Work package were to assess cyber security and safety critical components from WP2 and WP3 for the railway domain.
The output was:
• identification of requirements for safety and security layers for the railway domain;
• component specification and concept development involving common security technologies and reference architectures;
• Component integration and validation.
Work Package 9: Common demonstrators
Coordinator: IMEC-Belgium (IMEC-B)
The objectives in this Work package were to demonstrate software and hardware solutions on key User Scenarios. Five scenarios will undergo field-testing: Road Intersection, Automated truck with driver getting health problems, Updating the vehicle, Advanced Access to Vehicle & Rail.
The output consisted of four full demonstration cycles at selected experimentation locations on:
(1) autonomous driving and infrastructure servers,
(2) driver Monitoring Systems and
(3) cybersecurity and connectivity.
Work Package 10: Standardisation, Qualification & Certification
Coordinator: AIT
The objectives in this Work package were to:
• analyze involvement in standardization activities and current use of standards by partners;
• analyze the applicability of current security, safety and communication (ITS) standards and initiatives for the targeted domains;
• disseminate new project findings to standardization, trying to influence or initiate standards;
• develop guidelines for continuous multi-concern (safety and security) certification including assessment methods.
Work Package 11: management, Dissemination & Exploitation
Coordinator: NXP Semiconductors Netherlands
The objectives in this Work package were to implement the management of the project and the communication towards the outside world and the multiple stakeholders in the outcome of the project. The work also includes the development of the strategy towards specific activities on exploitation, dissemination and risk monitoring & mitigation.
In addition to project management, the output of this work package was:
• initiation and organisation of multi-Stakeholder Dialogues for further commercial uptake or policy development on autonomous systems;
• presenting SECREDAS and partner findings at conferences, fairs and through publications and outreach activities.
• organisation of a final project conference + exhibition.
The SECREDAS consortium consisted of 70 partners from 16 countries. It was well balanced in terms of research – industry – public sector collaboration:
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WORKSHOP 5: SECREDAS contribution to International/European standardization
In this workshop we will discuss safety, cybersecurity and privacy issues related to the automotive and connected autonomous vehicle sector, as well as in Health and Railways. The SECREDAS partners have been active in various standardization committees and working groups in ISO, IEC and ETSI, but also in related standardization work of IEEE and others. Topics relevant to the SECREDAS project included generic safety, cybersecurity standards, domain-specific standards and new upcoming ones concerning smart mobility (c-ITS, AI and functional safety, Connected and ExVe (Extended Vehicle) safety, Safety of automated driving systems), guidelines for personal data management and also ethical aspects of connected and automated driving or of any other highly automated system using AI technology. The workshop will provide an overview of the work and contributions of SECREDAS partners and future aspects to be taken up beyond the SECREDAS project.
Workshop moderator: Erwin Schoitsch, AIT Austrian Institute of Technology
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WORKSHOP 3: Towards a common reference in safety/security/privacy systems
Workshop 3 will discuss how the SECREDAS partners have been able to create a common reference in Risk Analysis and Architecture to satisfy the Automotive ecosystem needs for simultaneous and integrated safety, security and privacy design. Our approach has been based on building on shared best practices and addresses many technical issues identified by multiple stakeholders and companies.
Workshop moderator: Jean-Loup Dépinay, IDEMIA
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WORKSHOP 1: Lower TRL technologies developed by SECREDAS for autonomous driving
a) In-vehicle networking components: In this workshop we will showcase the demonstrator for a particular SECREDAS use-case that will “Keep car secure” for the whole vehicle product lifetime. The demonstrator that we created, shows how a rogue command from a safety critical device is blocked. We will also highlight which specific technologies are exploited for a secure firmware-over-the-air update of electronic modules in a vehicle. We will then explain how developed components have been integrated to show the update of the transmission pass list from a selected secure CAN transceiver in response to a field attack.
b) Radar 5G and Lidar approaches: In this talk, we first consider a communicating radar system, referred to as a RadCom system, that overcomes the drawbacks of existing radar techniques, while using the same system for inter vehicular communication. In this context we compare conventional orthogonal frequency division multiplexing (OFDM) with universal filtered multicarrier (UFMC), a new 5G waveform candidate, as a suitable RadCom waveform that offers a good trade-off between performance and complexity. Then we also propose multicarrier code division multiple access (MC-CDMA) as a multiple-access (MA) technique that can offer great performance in terms of multiuser detection and power efficiency. Finally, we study how UFMC f ilter length and MC-CDMA spreading sequences can impact overall performance on both radar and communication separately under a multipath channel.
In other complementary studies, we also explore key algorithmic blocks that could allow multi-carrier mmWave communicating systems to localize multiple vehicles and passive obstacles over V2I links, thus enabling extended and synergetic RadComLoc capabiliies. These features concern e.g., joint beams optimization and resource allocation, the fast estimation of sparse mmWave multipath parameters or simultaneous localization and mapping (SLAM) algorithms.
Workshop moderator: Sylvie Mayrargue - CEA-LETI
c) Sensing technologies and methods to monitor personal health and driver performance:The driver’s role in autonomous vehicles remains essential as they must take control in case of emergency or system failures. The vehicle’s cockpit will be equipped with systems to monitor the driver’s drowsiness, alertness, stress and distraction. Such systems will rely on continuously measuring the driver’s physiological parameters, including heartbeat, respiration and sweat, as well as the driver’s behaviour and responses. We will discuss different technologies developed in SECREDAS to sense such physiological parameters and to extract information on the driver’s suitability to take control of the vehicle at any time.
Workshop moderator: Miguel Glassee – IMEC Belgium
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WORKSHOP 6: Societal, human, legal aspects of C-ITS solutions
In this workshop we share the most striking results we obtained from surveying the technology providers and broader stakeholder groups on aspects related to human factors, the wider possible societal implications, and conceivable legal connections. You will also have an opportunity to provide further feedback and comments.
Workshop moderator: Sven Maerivoet, Transport & Mobility Leuven
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WORKSHOP - Presentation of SECREDAS integrated DEMO results
The SECREDAS partners are proud to present the findings of their technology integration efforts and the live demonstrations that were carried out to validate that we are able to avoid or mitigate a range of security, safety and privacy threats that might otherwise occur when using automated vehicles. We will show how our technologies contribute to higher consumer trust levels in future generations of automated vehicles. All demonstrated technology components and integrated systems during the presentation are also shown and demonstrated in the symposium section of the conference.
The following SECREDAS three integrated technology Demonstrators will be presented:
Demonstration I focusses on six different external threat scenario’s which occupants of automated vehicles might encounter. All mitigation actions shown in the workshop demonstrate how we ensure safe and cyber secure V2X communication to protect the safety of all nearby road users, not just the vehicle under attack. Five threat scenarios were demonstrated on a public intersection directly next to the Helmond Automotive Campus; the final scenario was tested and validated at a dedicated test roundabout in Modena.
Demonstration II targets the safe handling of a situation in which the driver is unfit to take over the control of a semi-autonomous vehicle. The demonstration, including several sub-scenario’s took place at the CSIC testing premises in Madrid.
Demonstration III addresses the issue of secure car sharing. The focus has been to mitigate threats and challenges related to secure authentication and authorization during reservation of a shared vehicle. The actual live demonstration took place at IMA premises in Prague.
Demonstration IV focuses on rail-domain specific secure computing environment aiming for very high safety levels (SIL4). The presented solution takes advantage of virtualization, COTS hardware and cloud technologies to reduce total costs associated with the safety-critical components and solutions.
Demonstration V shows how validation of selected security and safety related scenarios can be performed without risks and costs related to use of cars and public road infrastructure - taking advantage of drones. Presented is the Drone Scenario Builder replication capability of selected scenarios from Demonstration I and use of Drone Security and Privacy Framework to address security and privacy issues related to V2X communications and WAN connectivity. The actual live demonstration is planned to be shown during the conference on a remote location.
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WORKSHOP 4: Connected and cooperative mobility based on C-ITS standards
The deployment of connected and cooperative services (services based on the exchange of data between vehicles and their surrounding environment and the cloud) is taking momentum following the European initiatives in piloting the deployment of Cooperative ITS services (C-Roads, InterCor based on CEN, ISO and ETSI standards, mass deployment by Volkswagen and road operators). In this workshop, we are going to discuss how SECREDAS followed this trend in addressing the security issues related to vehicle connectivity, both for cloud-based communications, V2X localized communications between vehicles and the roadside infrastructure and IoT devices integration. We will discuss the contributions of SECREDAS in terms of analysis, prototyping, proof of concept, integration, demonstrations and standardization.
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WORKSHOP 2: Outcomes on scenarios and use cases relevant to other EU pilot projects
In Secredas several user scenarios were developed that cover the crossroads of security, safety and privacy protection. A recap of the 4 automotive scenarios, health scenario, and rail scenario will be given, and the chosen approach to work with these scenarios will be compared to the approaches in other EU projects. Lessons learned from the comparison will be presented in the second part of the workshop. Since 2018, each year an Electronic Components and Systems (ECS) - Strategic Research Agenda (SRA) sets the strategic priorities and technical pathways to enable European industry to become stronger and more competitive. The ECS-SRA acts as a tool to realise an industry-driven, long-term vision of the ECS ecosystem, as well as to match the allocation of programs and resources to different technology challenges. In the final part of the workshop, a reflection of Secredas to the 2018-2021 SRAs will be made.
