Ram Prasad Yarlagadda

Black box, white box, Software Fault Insertion, HSIT, System Integration, PIL, MIL, SIL & Back-to-back testing

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At Continental ADAS(More precisely #DCAS - Driver Control Assistance Systems) functions are being tuned for #India driving conditions.. #DCAS #AIS #ADAS

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Demystifying Automotive Cybersecurity: I recently had the privilege of attending a webinar on “Automotive Cybersecurity” hosted by the TTA-NP department of MSIL. The session featured Mr. Praburam Seshadri, Principal Consultant and Technical Head at Omnex India, who brought clarity to the often confusing landscape of standards and regulations in the field. The webinar’s core aim was to unravel the complexities surrounding multiple standards and regulations that govern automotive cybersecurity. For instance, ISO/IEC 27001 focuses on organizational and infrastructure security, while ISO/SAE 21434 serves as a product-specific umbrella standard for cybersecurity for electrical and electronic (E/E) systems within road vehicles. Unlike ISO/IEC 27001, ISO/SAE 21434 is not a management system and remains agnostic to specific technologies or solutions. Another key topic was TISAX (Trusted Information Security Assessment Exchange), an assessment and exchange mechanism for enterprise information security among trusted participants, grounded in the principles of ISO 27001. The discussion also covered WP29-UNECE, UN regulations concerning cybersecurity and cybersecurity management systems, alongside VDA Automotive CSMS Audit for WP29, and ASPICE for cybersecurity. The webinar highlighted that the European Union, followed by the USA and China, has been at the forefront of automotive cybersecurity. India is catching up, with the AIS (governed by ARAI) expected to be introduced to the public domain by 2027. EU OEMs and the UN now require compliance with TISAX, ACMS, WP29, ASPICE, and it’s anticipated that the USA will soon follow suit. Automotive cybersecurity is not just a fascinating subject; it’s a critical one. As vehicles become increasingly integrated with the Internet of Things and data protection becomes paramount, ensuring robust cybersecurity measures within the vehicle becomes essential. The field is ripe for research and innovation, offering immense opportunities for those looking to contribute to safer, more secure automotive technologies. Maruti Suzuki India Ltd. Automotive Research Association of India (ARAI)

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Meet Dr. Rahul Rai, Dean's Distinguished Professor in Automotive Engineering. He joined the Department of Automotive Engineering in 2020 and directs the Geometric Reasoning and Artificial Intelligence Lab (GRAIL). Check out the video below to learn a little bit about Dr. Rai's research (and how he spends his time when he is not directing GRAIL)! 😊

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With the recent layoffs in various Autonomous driving companies (latest was Motional, wish all friends there all the best in securing new opportunities), here’s how I read the market: It was the trend 3~4 years ago for OEMs & Tier suppliers to work and invest money on ADAS as they saw it the future for selling their cars/products, and they thought that creating a fully autonomous vehicle (L3 or even Level 4) was just a small step of iterative improvement to the current Level 2 ADAS systems they had and maybe with burning more money and dragging in huge resources they would fastly achieve it. Here’s what they discovered: - The laws/standards for developing and launching such cars (at least in Europe is not ready) - Current technologies (Cameras, sensors) are good but putting them together and processing these huge data to act like a ‚human driver‘ is very expensive and complex to do. - Engineering automotive resources were also a little behind in Tech areas to quickly adapt to the fast paces of other Tech. silicon valley companies. - Robotaxis as a business model is very hard to achieve profitability taking into account that they need a huge fleet of cars (every car is equipped with 50 K system car price) running almost 24 hours with the addition of the need of Technical support/Remote guidance and regular maintenance (done by a human, like charging or even checking the tire pressure), with all these costs on top to compete with human taxi drivers or Uber like apps will not be easy. Accordingly the companies were split to 3 streams: 1. Huge Cash companies (such as Waymo supported by Google) who still burn money in this direction hoping it will dominate the market when other players are out of money. 2. companies who decided to slow the pace and investment to achieve reasonable targets (maybe not as fast as it was planned) 3. companies who gave up and shutdown (like my beloved Argo) Again this is a personal opinion and how I read the situation and hope the market of Automotive is going to heal soon and recover. #ADAS #AutonomousDriving

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