美國監(jiān)管機構已在今年9月20日發(fā)布了全美首部適用于自動車測試研發(fā)的政策指南時，而在這一指南的準備階段，汽車廠商就已經開始討論，是否有可能在監(jiān)管還未到位的情況下，進行車-車通信技術（V2V）的應用推廣。與此同時，汽車行業(yè)也在繼續(xù)討論，政府機構應該自動汽車和互聯(lián)汽車推廣中扮演怎樣的角色。
今年6月，在恩智浦飛思卡爾技術論壇（NXP Freescale Technology Forum）的專題討論環(huán)節(jié)，發(fā)言人從多個角度探討了適用于自動駕駛汽車的政策法規(guī)。目前的情況是，美國部分州不允許進行無人駕駛汽車測試，大多數(shù)州不允許無人駕駛車輛上路。很多專家均表示，希望美國國家公路交通安全局（NHTSA）或交通運輸部可以推出適用于自動駕駛汽車的國家級法規(guī)。
“在短期內，美國各州仍將采用各不相同的規(guī)定。”全球汽車生產商聯(lián)盟（Global Automakers）CEO John Bozella表示，“我希望這種情況不會持續(xù)太久。各州的確有資格參與政策的制定，但并不應該對自動駕駛車輛如此區(qū)別對待。我們呼吁NHTSA出面的原因之一，就是希望出臺各州通用的法規(guī)。”
“數(shù)據(jù)問題”頗為頭痛
NHTSA在V2X推進中扮演的角色同樣重要。專家組成員指出，通用汽車（General Motors）已經為旗下2017款凱迪拉克CT6搭載了V2X通信技術，但有人擔心在政府的強制性要求生效前，很少有廠商愿意負擔加裝專用短程通信（DSRC）系統(tǒng)的成本。支持者認為，DSRC系統(tǒng)可提供一種非線性視覺信息輸入，從而提高車輛的安全性并促進自動駕駛汽車的發(fā)展。
發(fā)言人還著重介紹了DSRC系統(tǒng)在降低成本方面的潛力。舉個例子，交通運輸系統(tǒng)可以通過調節(jié)紅燈時長，改善交通阻塞狀況，但這需要道路傳感器的幫助，而DSRC信號則無需傳感器，可以直接提供實時交通信息，從而節(jié)省一大筆開支。
“我們不再需要在道路下方鋪設各種基礎設施。”恩智浦V2X商業(yè)開發(fā)部總監(jiān)Andrew Turley表示，“管理者可以利用這部分資源做更多的事情，比如為駕駛員提供更多有用的信息，或收集交通堵塞相關數(shù)據(jù)等。”
盡管恩智浦大會上有部分專家表示，V2X技術將最終成為駕駛汽車發(fā)展進程中不可或缺的一環(huán)，但也有人持不同觀點。比如，在交通高峰期，汽車不斷發(fā)送速度和位置信息時，管理這些數(shù)據(jù)也面臨一定挑戰(zhàn)。
“我已經逐漸意識到這不再是一個用‘必須采用該技術’就能回答的問題。”咨詢公司畢馬威（KPMG LLP）國家汽車主管Gary Silberg表示，“這里存在著一個有關數(shù)據(jù)的巨大難題，也就是如何分析來回傳遞的信息，然后篩選其中的有用數(shù)據(jù)。”
有關“后門”的擔憂
此外，5G數(shù)據(jù)通信網絡可能用于執(zhí)行部分，甚至全部V2X任務，這也引起了一些擔憂。5G技術可以提供V2X通信所需的高帶寬和低網絡遲延，但一些支持DSRC的人認為，該系統(tǒng)架構已經相當完善，搭建一套類似的汽車級網絡架構并不費事。
豐田信息技術中心（Toyota Info Technology Center）高級研究員Guarav Bansai表示，“5G技術可以將網絡延遲控制在1毫秒之內，但放棄DSRC并不容易。長久以來，汽車行業(yè)已經在DSRC系統(tǒng)上投入了太多精力。這是發(fā)送短消息的最佳方式。”
雖然V2X和自動駕駛技術的發(fā)展可能離不開政府的參與，但一部分參與網絡安全交流的專家組成員認為，很大程度而言，政策介入可能并不是一件好事。蘋果和美國聯(lián)邦調查局（FBI）曾進行過著名的“后門”大戰(zhàn)，在本次大會上，專家們也探討了汽車長商是否應為警方或其他機構留有訪問數(shù)據(jù)的“后門”。討論嘉賓們對政府機構在建立行業(yè)安全性規(guī)定方面的作用并不看重。
“簡單來說，除非汽車行業(yè)無所作為，否則政府不應干預這一進程。”德爾福電子產品（Delphi Electronics）網絡安全工程技術主管Jone Krzeszewski表示，“留‘后門’并不是一個好主意，你永遠沒法保證，從‘后門’進來的都是好人。”
考慮到互聯(lián)性和自動駕駛發(fā)展中的眾多問題，在隱私保護和安全保障之間取得平衡絕非易事。在未來，車輛數(shù)據(jù)訪問的入口甚至可能對民眾個人安危產生直接影響。
Cloudfare公司首席安全研究員Marc Rogers表示，“可能在某些情況下，我們應該為應急救援人員提供系統(tǒng)的訪問權限。”
他說，“現(xiàn)實是，根本不存在所謂的安全的后門，但這不代表你無法設計一個系統(tǒng)，來提供正確的信息。”
While U.S. regulators were preparing the first policy guidance on autonomous-vehicle testing and development, released Sept. 20, OEMs were discussing whether they can achieve broad usage of vehicle-to-vehicle (V2V) technologies without regulations. Meanwhile the industry continues to debate the role of governmental agencies in autonomous vehicles and connected cars.
In panel sessions at the NXP Freescale Technology Forum in June, speakers addressed different aspects of regulations and legislation for autonomous vehicles. Some states won’t allow testing of driverless vehicles, and most won’t allow unattended driving. Many panelists expressed hope that the NHTSA or the Dept. of Transportation would create national rules for autonomous cars.
“In the short term, there will probably be different rules for different states,” said John Bozella, CEO of Global Automakers, a consortium of OEMs. “I’m hopeful that will disappear in the long term. There’s a role for states, but it is not to set characteristics for vehicles. One reason for having NHTSA is to set rules that permit interstate commerce.”
A "huge data problem"
NHTSA’s role in V2X is equally important. Panelists noted that GM is introducing the technology on the 2017 Cadillac CT6, but there’s concern that few will add the expense of dedicated short range communications (DSRC) until government mandates level the playing field. Proponents say that DSRC’s ability to provide non-line of sight input will improve safety and help autonomous vehicles evolve.
Speakers also touted its potential cost-saving capabilities, for example replacing costly under-road magnetic sensors used to adjust stoplight times to improve traffic flow. DSRC signals provide real time information on traffic conditions.
“The infrastructure under the road won’t be needed any more,” said Andrew Turley, Director of V2X Business Development at NXP. “Managers can do more with the information, sending more information to the driver and gathering data on congestion, for example.”
While some panelists at the NXP event said that V2X will eventually be needed by autonomous cars, that wasn’t a unanimous opinion. One factor is that managing the data created when every car in rush hour traffic is sending speed and location data.
“I’ve evolved to think that it’s no longer a have-to-have,” said Gary Silberg, National Automotive Leader at KPMG LLP. “There’s a huge data problem, looking at what information will go back and forth and determining what’s useful and what’s not.”
Back-door concerns
There’s also concern that 5G cellular signals will take over part or possibly all the tasks now expected for V2X. 5G will provide the bandwidth and possibly the low latency needed for communications. However, proponents note that while the architecture for DSRC is well-established, there’s been little work to create a similar automotive grade architecture for cellular.
“With 5G you can do 1 millisecond latency, but the auto industry has worked on DSRC for years. It’s the best way to send short messages” said Guarav Bansai, Senior Researcher at Toyota Info Technology Center.
While governmental input may be required for V2X and autonomous driving, panelists who discussed cyber security largely agreed that legislative involvement is not desirable. Referencing Apple’s battle with the FBI over so-called "back doors," attendees asked whether automakers should provide back doors to allow police and others to access data. Panelists downplayed the need for governmental agencies to force security rulings on the industry.
“Basically, government should not be involved unless we don’t act,” said John Krzeszewski, Cybersecurity Engineering Technical Lead at Delphi Electronics. “Back doors are not a good practice, you’re never sure a back door will only accessed by good guys.”
Balancing privacy and safety can be a difficult challenge given the myriad issues surrounding connectivity and autonomy. In the future, there may be instances when personal safety may hinge on access to data on a vehicle.
“There may be cases where access to systems should be provided to first responders,” said Marc Rogers, Principal Security Researcher at Cloudfare.
“The reality is there’s no such thing as a secure back door, but that doesn’t mean you can’t design a system to provide the right information,” he said.
Author: Terry Costlow
Source: SAE Automotive Engineering Magazine
V2X通信的優(yōu)勢非常明顯，但可能很難在缺少政府強制性要求的情況下一飛沖天。