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30 Dossier | EasyMile EZ10 autonomous shuttle EasyMile developers. Then you have to prove that the code was compiled by us on our servers and so on, so you have electronic signatures and certificates.” This layer of assurance is vital to making sure any new or updated software installed on the vehicle has not been corrupted or hacked in any way. To make sure all these measures actually result in a secure vehicle and ecosystem, EasyMile regularly employs white hat hackers to conduct penetration tests. Environment hacks In addition to the familiar cyber threats and countermeasures, there are new ones emerging that target services and sensors. The availability of GPS jamming and spoofing devices is well-known, and attacks on the system are increasing, but hackers are also targeting sensors such as cameras and, through them, the AI and machine learning algorithms by subtly altering some aspects of the environment surrounding the vehicle. Last year for example, a team from McAfee Advanced Threat Research managed to trick two Teslas equipped with Mobileye camera systems by altering a speed limit sign so that it appeared to read 85 mph instead of 35 mph. In an off-road environment and with Traffic Aware Cruise Control engaged, both cars accelerated automatically in response to the sign before the drivers applied the brakes. Some white hat hacking research teams are also looking into how to attack Lidars, Hamez notes. The answer to this type of threat, he explains, is never to rely on just a single sensor or subsystem for safety-critical functions. EasyMile takes this further by mixing Lidars from different suppliers. With three different brands on the vehicle, an attacker would have to be able to hack different Lidars, which don’t work in the same way; they use different wavelengths, for example. “So redundancy is part of the security,” he says. Maintenance philosophy Maintenance manager Bertrand Cognet explains that the EZ10 is cared for in basically the same way as any other April/May 2020 | Unmanned Systems Technology The third-generation EZ10 has Lidars front and centre on the roof, with the sensor in the upper position covering longer ranges while the second provides close-in coverage The answer to the threat of an attack on Lidars is never to rely on just a single sensor or subsystem for critical functions