Seeing Ghosts: Self-driving Cars Aren't Immune From Hackers

Steph Willems
by Steph Willems

Autonomous vehicles “feel” the road ahead with a variety of sensors, with data received sent through the vehicle’s brain to stimulate a response. Brake action, for example. It’s technology that’s far from perfected, yet self-driving trials continue on America’s streets, growing in number as companies chase that elusive driver-free buck.

In one tragic case, a tech company (that’s since had a come-to-Jesus moment regarding public safety) decided to dumb down its fleet’s responsiveness to cut down on “false positives” — perceived obstacles that would send the vehicle screeching to a stop, despite the obstacle only being a windblown plastic bag — with fatal implications. On the other side of the coin, Tesla drivers continue to plow into the backs and sides of large trucks that their Level 2 self-driving technology failed to register.

Because all things can be hacked, researchers now say there’s a way to trick autonomous vehicles into seeing what’s not there.

If manufacturing ghosts is your bag, read this piece in The Conversation. It details work performed the RobustNet Research Group at the University of Michigan, describing how an EV’s most sophisticated piece of tech, LiDAR, can be fooled into thinking it’s about to collide with a stationary object that doesn’t exist.

LiDAR sends out pulses of light, thousands per second, then measures how long it takes for those signals to bounce back to the sender, much like sonar or radar. This allows a vehicle to paint a picture of the world around it. Camera systems and ultrasonic sensors, which you’ll find on many new driver-assist-equipped models, complete the sensor suite.

From The Conversation:

The problem is these pulses can be spoofed. To fool the sensor, an attacker can shine his or her own light signal at the sensor. That’s all you need to get the sensor mixed up.

However, it’s more difficult to spoof the LiDAR sensor to “see” a “vehicle” that isn’t there. To succeed, the attacker needs to precisely time the signals shot at the victim LiDAR. This has to happen at the nanosecond level, since the signals travel at the speed of light. Small differences will stand out when the LiDAR is calculating the distance using the measured time-of-flight.

If an attacker successfully fools the LiDAR sensor, it then also has to trick the machine learning model. Work done at the OpenAI research lab shows that machine learning models are vulnerable to specially crafted signals or inputs – what are known as adversarial examples. For example, specially generated stickers on traffic signs can fool camera-based perception.

The research group claims that spoofed signals designed specifically to dupe this machine learning model are possible. “The LiDAR sensor will feed the hacker’s fake signals to the machine learning model, which will recognize them as an obstacle.”

Were this to happen, an autonomous vehicle would slam to a halt, with the potential for following vehicles to slam into it. On a fast-moving freeway, you can imagine the carnage resulting from a panic stop in the center lane.

The team tested two possible light pulse attack scenarios using a common autonomous drive system; one with a vehicle in motion, the other with a vehicle stopped at a red light. In the first setup, the vehicle braked, while the other remained immobile at the stoplight.

Needless fear mongering? Not in this case. With the advent of new technology, especially one that exists in a hazy regulatory environment, there will be people who seek to exploit the tech’s weaknesses. The team said it hopes “to trigger an alarm for teams building autonomous technologies.”

“Research into new types of security problems in the autonomous driving systems is just beginning, and we hope to uncover more possible problems before they can be exploited out on the road by bad actors,” the researchers wrote.

[Image: SAE, Ford]

Steph Willems
Steph Willems

More by Steph Willems

Comments
Join the conversation
3 of 13 comments
  • Northeaster Northeaster on Mar 06, 2020

    I live in Boston. There is no need to outsource the study of unpredictable and poorly trained drivers to China.

    • Inside Looking Out Inside Looking Out on Mar 06, 2020

      It is not my opinion. I heard it from Chinese engineers who prefer China testing to CV for that reason.

  • Pwrwrench Pwrwrench on Mar 07, 2020

    Aside from anyone deliberately trying to mess with an 'autonomous' vehicle there's EMI to consider. With more and more underground cables EMI is pervasive. Sure you can sheild a system. IIRC in the early days of Electronic Fuel Injection, high powered 2-way radios could cause havoc and engine shut down. I installed a few anti-static kits with grounding cables from hoods and trunks to body. As late as the 80s some Bosch systems malfunctioned due to static discharges under very specific conditions. A fix was created with a filter in a cable leading to the ECM. As another post has it,"you need to test the crap out of it"

  • Mike What percentage of people who buy plug in hybrids stop charging them daily after a few months? Also, what portion of the phev sales are due to the fact that the incentives made them a cheaper lease than the gas only model? (Im thinking of the wrangler 4xe). I wish there was a way to dig into the numbers deeper.
  • CEastwood If it wasn't for the senior property tax freeze in NJ I might complain about this raising my property taxes since most of that tax goes to the schools . I'm not totally against EVs , but since I don't drive huge miles and like to maintain my own vehicles they are not practical especially since I keep a new vehicle long term and nobody has of yet run into the cost of replacing the battery on an EV .
  • Aquaticko Problem with PHEV is that, like EVs, they still require a behavioral change over ICE/HEV cars to be worth their expense and abate emissions (whichever is your goal). Studies in the past have shown that a lot of PHEV drivers don't regularly plug-in, meaning they're just less-efficient HEVs.I'm left to wonder how big a battery a regular HEV could have without needing to be a PHEV.
  • El scotto ooops, the third shot is at the gas pump voice-over saying "Yep, you can refill whenever you want."
  • El scotto The opening shot of the ad: Show a PHEV running a quarter mile, in about seven seconds and silently with the voice-over saying "What you want to do, all on electrons"; segue to bumper-to-bumper traffic and the voice-over saying "What you really do; all on electrons for your first 80 miles".
Next