Bosch Iscsi Manual

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Ib English Hl 2015 Guide, Surviving Chemistry Study Guide, Othello Act 2 Study Guide Answers, Teas Study Guide Version 5 2015, Mitsubishi Pajero Service Manual 2015 Reload to refresh your session.http://arcolands.com/images/bosch-intuikey-keyboard-user-manual.pdf Reload to refresh your session. This action cannot be reversed. Alternatively, you can search for parts models by category (e.g. ball screws, toggle clamps, pillow blocks, linear actuators etc.). The disallowed tags have been removed. Only the following html tags are allowed. Please remove tags which are not allowed in this field before proceeding further. No part of this work may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or by any information storage or retrieval system, without the prior written permission of the copyright owner and the publisher. Other product and company names mentioned herein may be the trademarks of their respective owners. Rather than use a trademark symbol with every occurrence of a trademarked name, we are using the names only in an editorial fashion and to the benefit of the trademark owner, with no intention of infringement of the trademark. While every precaution has been taken in the preparation of this work, neither the author nor No Starch Press, Inc.He has worked for several auto manufacturers, where he provided public research on vehicle security and tools. His specialties are reverse engineering and penetration testing. This book is largely a product of Open Garages and Craig’s desire to get people up to speed on auditing their vehicles. He has worked in the aftermarket engine management sphere for the past few years, doing everything from reverse engineering to dyno tuning cars. He also does aftermarket vehicle calibration on a freelance basis. Currently, he is a vehicle security architect for Faraday Future and a contributor to Hackaday. He does not own a car. Vehicle technology is trending toward more complexity and more connectivity. Combined, these trends will require a greater focus on automotive security and more talented individuals to provide this focus.https://sk-developers.com/wp-content/plugins/formcraft/file-upload/server/content/files/1626d7e2d63136---3m-ma100mb-manual.pdf The term is widely corrupted by the mainstream media, but correct use of the term hacker refers to someone who creates, who explores, who tinkers—someone who discovers by the art of experimentation and by disassembling systems to understand how they work. In my experience, the best security professionals (and hobbyists) are those who are naturally curious about how things work. These people explore, tinker, experiment, and disassemble, sometimes just for the joy of discovery. These people hack. Most cars don’t come with a keyboard and login prompt, but they do come with a possibly unfamiliar array of protocols, CPUs, connectors, and operating systems. This book will demystify the common components in cars and introduce you to readily available tools and information to help get you started. By the time you’ve finished reading the book, you’ll understand that a car is a collection of connected computers—there just happen to be wheels attached. Armed with appropriate tooling and information, you’ll have the confidence to get hacking. We’re all safer when the systems we depend upon are inspectable, auditable, and documented—and this definitely includes cars. So I’d encourage you to use the knowledge gained from this book to inspect, audit, and document. I look forward to reading about some of your discoveries! Thanks to the Electronic Frontier Foundation (EFF) for supporting the Right to Tinker and just generally being awesome. Thanks to Dave Blundell for contributing several chapters of this book, and to Colin O’Flynn for making the ChipWhisperer and letting me use his examples and illustrations. Finally, thanks to Eric Evenchick for single-handedly reviewing all of the chapters of this book, and special thanks to No Starch Press for greatly improving the quality of my original ramblings. The original book was designed to fit in a vehicle’s glove box and to cover the basics of car hacking in a one- or two-day class on auto security.cmf-inc.com/ckfinder/userfiles/files/canon-mini-260-manual.pdf Little did we know how much interest there would be in that that first book: we had over 300,000 downloads in the first week. In fact, the book’s popularity shut down our Internet service provider (twice!) and made them a bit unhappy with us. (It’s okay, they forgave us, which is good because I love my small ISP. Hi SpeedSpan.net!) This book aims to address those complaints. The Car Hacker’s Handbook goes into a lot more detail about car hacking and even covers some things that aren’t directly related to security, like performance tuning and useful tools for understanding and working with vehicles. But just in case, here’s a handy list detailing the benefits of car hacking: Once you understand how a vehicle’s network works and how it communicates within its own system and outside of it, you’ll be better able to diagnose and troubleshoot problems. Unfortunately, automotive electronics systems are typically closed off to all but the dealership mechanics. While dealerships have access to more information than you as an individual can typically get, the auto manufacturers themselves outsource parts and require proprietary tools to diagnose problems. Learning how your vehicle’s electronics work can help you bypass this barrier. Once you understand the communication system, you can seamlessly integrate other systems into your vehicle, like an additional display to show performance or a third-party component that integrates just as well as the factory default. Discovering undocumented or disabled features and utilizing them lets you use your vehicle to its fullest potential. For example, the vehicle may have an undocumented “valet mode” that allows you to put your car in a restricted mode before handing over the keys to a valet. While vehicles are susceptible to the same malware as your desktop, automakers aren’t required to audit the security of a vehicle’s electronics.http://www.tecnotrefg.it/wp-content/plugins/formcraft/file-upload/server/content/files/1626d7e3d3bd73---3m-manual-awning.pdf This situation is simply unacceptable: we drive our families and friends around in these vehicles, and every one of us needs to know that our vehicles are as safe as can be. If you learn how to hack your car, you’ll know where your vehicle is vulnerable so that you can take precautions and be a better advocate for higher safety standards. This book presents guidelines for identifying threats as well as modern techniques to circumvent current protections. In addition to helping you design your security practice, this book offers guidance to researchers in how to communicate their findings. In a report in IEEE Spectrum titled “This Car Runs on Code,” author Robert N. Charette notes that as of 2009 vehicles have typically been built with over 100 microprocessors, 50 electronic control units, 5 miles of wiring, and 100 million lines of code ( ). Engineers at Toyota joke that the only reason they put wheels on a vehicle is to keep the computer from scraping the ground. As computer systems become more integral to vehicles, performing security reviews becomes more important and complex. Playing with your vehicle’s network, wireless connections, onboard computers, or other electronics can damage or disable it. Be very careful when experimenting with any of the techniques in this book and keep safety as an overriding concern. As you might imagine, neither the author nor the publisher of this book will be held accountable for any damage to your vehicle. We begin with an overview of the policies surrounding vehicle security and then delve in to how to check whether your vehicle is secure and how to find vulnerabilities in more sophisticated hardware systems. You’ll learn how to identify areas with the highest risk components. If you work for the auto industry, this will serve as a useful guide for building your own threat model systems.https://fatheragneliti.com/wp-content/plugins/formcraft/file-upload/server/content/files/1626d7e49c788d---3m-ft-10-instruction-manual.pdf You’ll learn how different module services work, what their common weaknesses are, and what information is logged about you and where that information is stored. You’ll discover how to access the firmware, how to modify it, and how to analyze the firmware’s binary data. It also discusses how to read wiring diagrams and simulate components of the engine to the ECU, such as temperature sensors and the crank shaft. We also look at side channel analysis attacks, such as differential power analysis and clock glitching, with step-by-step examples. Because the in-vehicle infotainment system probably has the largest attack surface, we’ll focus on different ways to get to its firmware and execute on the system. This chapter also discusses some open source in-vehicle infotainment systems that can be used for testing. This chapter covers cryptography as well as the different protocol proposals from multiple countries. We’ll also discuss some potential weaknesses with vehicle-to-vehicle systems. You’ll learn how to convert proof-of-concept code to assembly code, and ultimately shellcode, and you’ll examine ways of exploiting only the targeted vehicle, including ways to probe a vehicle undetected. We’ll cover chip tuning as well as common tools and techniques used to tweak an engine so it works the way you want it to. For the rest of us, attack surface refers to all the possible ways to attack a target, from vulnerabilities in individual components to those that affect the entire vehicle. You might think of the attack surface like the surface area versus the volume of an object. Two objects can have the same volume but radically different surface areas. The greater the surface area, the higher the exposure to risk. If you consider an object’s volume its value, our goal in hardening security is to create a low ratio of risk to value. To find weaknesses in the vehicle’s security, evaluate the vehicle’s perimeter, and document the vehicle’s environment.www.cmevalves.com/pictures/files/canon-mini-260-manual.pdf Be sure to consider all the ways that data can get into a vehicle, which are all the ways that a vehicle communicates with the outside world. Radio waves? Key fobs? Distance sensors? USB? Bluetooth. Is there a GPS? Bluetooth? Internet? If any of this data is malformed or intentionally malicious, what happens. This is where threat modeling comes in. You then use these maps to identify higher-risk inputs and to keep a checklist of things to audit; this will help you prioritize entry points that could yield the most return. If the company producing a particular product has a good development life cycle, it creates the threat model when product development begins and continuously updates the model as the product moves through the development life cycle. Threat models are living documents that change as the target changes and as you learn more about a target, so you should update your threat model often. We’ll discuss the various levels in the following sections, beginning with Threat Level 0. Think about how data can enter the vehicle. Draw the vehicle in the center, and then label the external and internal spaces. Figure 1-1 illustrates a possible Level 0 diagram. On their way to the vehicle, the inputs cross two dotted lines, which represent external and internal threats. Processes are numbered, and as you can see, this one is number 1.0. If you had more than one complex piece in your threat model, you would number those in succession. For instance, you would label a second process 2.0; a third, 3.0; and so on. As you learn about your vehicle’s features, you update the diagram. It’s okay if you don’t recognize all of the acronyms in the diagram yet; you will soon. Because we have only the one process in our diagram, let’s dig in to the vehicle process and focus on what each input talks to. We won’t look at the receivers in depth just yet; we’re looking only at the basic device or area that the input talks to. The first digit represents the process label from the Level 0 diagram in Figure 1-1, and the second digit is the number of the receiver. Because the infotainment unit is both a complex process and an input, we’ve given it a process circle. We now have three other processes: immobilizer, ECU, and TPMS Receiver. The inputs at the top of the diagram are the least trusted, and the ones at the bottom are the most trusted. The more trust boundaries that a communication channel crosses, the more risky that channel becomes. Our sample diagram ( Figure 1-3 ) focuses on a Linux-based infotainment console, receiver 1.1. This is one of the more complicated receivers, and it’s often directly connected to the vehicle’s internal network. Now there’s a new trust boundary inside the infotainment console called kernel space. Systems that talk directly to the kernel hold higher risk than ones that talk to system applications because they may bypass any access control mechanisms on the infotainment unit. Therefore, the cellular channel is higher risk than the Wi-Fi channel because it crosses a trust boundary into kernel space; the Wi-Fi channel, on the other hand, communicates with the WPA supplicant process in user space. In the kernel space, you see references to the kernel modules udev, HSI, and Kvaser, which receive input from our threat model. The udev module loads USB devices, HSI is a serial driver that handles cellular communication, and Kvaser is the vehicle’s network driver. At Level 0, we took the vehicle process that was 1.0 and dove deeper into it. We then marked all processes within Level 1 as 1.1, 1.2, and so on. Next, we selected the infotainment process marked 1.1 and broke it down further for the Level 2 diagram. At Level 2, therefore, we labeled all complex processes as 1.1.1, 1.1.2, and so on. (You can continue the same numbering scheme as you dive even deeper into the processes. The numbering scheme is for documentation purposes; it allows you to reference the exact process at the appropriate level.) In the real world, you’d need to reverse engineer the infotainment system to find this information. Bring in the development team, and start discussing the methods and libraries used by each application so you can incorporate them into their own threat diagrams. You’ll likely find that the trust boundaries at the application level will usually be between the application and the kernel, between the application and the libraries, between the application and other applications, and even between functions. When exploring these connections, mark methods that have higher privileges or that handle more sensitive information. Threat identification is often more fun to do with a group of people and a whiteboard, but you can do it on your own as a thought exercise. Start at Level 0—the bird’s-eye view—and consider potential high-level problems with inputs, receivers, and threat boundaries. Now let’s list all potential threats with our threat models. Some of these threats may seem unrealistic because you’re aware of additional hurdles or protections, but it’s important to include all possible threats in this list, even if some have already been addressed. The point here is to brainstorm all the risks of each process and input. It’s often good to have people who are not engineers also participate at this stage because as a developer or an engineer, you tend to be so involved in the inner workings that it’s natural to discredit ideas without even meaning to. Maybe think of other attack scenarios and whether they could also apply to vehicles. For example, consider ransomware, a malicious software that can encrypt or lock you out of your computer or phone until you pay money to someone controlling the software remotely. Could this be used on vehicles. The answer is yes. Write ransomware down. The vulnerabilities that we posit at this level relate to vulnerabilities that affect what connects to the devices in a vehicle. As you can see in the following lists, there are many potential ways into a vehicle. We need to ensure that it maintains proper functionality.) As we look at exactly which application handles which connection, we can start to perform validation based on possible threats. In the following lists, I’ve specified threats to each program. If you were to go to a Level 3 map of potential threats to your vehicle, you would pick one of the processes, like HSI, and start to look at its kernel source to identify sensitive methods and dependencies that might be vulnerable to attack. Common rating systems include DREAD, ASIL, and MIL-STD-882E. DREAD is commonly used in web testing, while the automotive industry and government use ISO 26262 ASIL and MIL-STD-882E, respectively, for threat rating. Unfortunately, ISO 26262 ASIL and MIL-STD-882E are focused on safety failures and are not adequate to handle malicious threats. More details on these standards can be found at. In the case of the HSI threats, we can assign high risk to each of these threats, as shown in Table 1-4. We can also see that the reason why the injectable serial communication risk is lower is that the damage is less severe and the exploit is harder to reproduce than that of an old version of HSI. CVSS offers many more categories and details than DREAD in three groups: base, temporal, and environmental. Each group is subdivided into sub areas—six for base, three for temporal, and five for environmental—for a total of 14 scoring areas! (For detailed information on how CVSS works, see.) Also, MIL-STD-882E is designed to be applied throughout the life cycle of a system, including disposal, which is a nice fit with a secure development life cycle. Now what? Well, that depends on what team you’re on. To use military jargon, the attacker side is the “red team,” and the defender side is the “blue team.” If you’re on the red team, your next step is to start attacking the highest risk areas that are likely to have the best chance of success. If you’re on the blue team, go back to your risk chart and modify each threat with a countermeasure. Table 1-5 includes the countermeasure for the HSI code execution risk, and Table 1-6 includes the countermeasure for the risk of HSI interception. You can prioritize any solutions not currently implemented based on the risk of not implementing that solution. We then drilled down into these scenarios to identify all potential risks. Using a scoring system, we ranked and categorized each potential risk. After assessing threats in this way, we ended up with a document that defined our current product security posture, any countermeasure currently in place, and a task list of high-priority items that still need to be addressed. Your vehicle may have only one of these, or if it was built earlier than 2000, it may have none. Several networks and hundreds of sensors communicate on these bus systems, sending messages that control how the vehicle behaves and what information the network knows at any given time. One protocol, the CAN bus, exists in a standard location on all vehicles: on the OBD-II connector. That said, the packets themselves that travel over a vehicle’s CAN bus aren’t standardized. To determine the bus lines for your specific vehicle, check its OBD-II pinout online. Modern vehicles are full of little embedded systems and electronic control units (ECUs) that can communicate using the CAN protocol. CAN has been a standard on US cars and light trucks since 1996, but it wasn’t made mandatory until 2008 (2001 for European vehicles). If your car is older than 1996, it still may have CAN, but you’ll need to check. CAN uses differential signaling (with the exception of low-speed CAN, discussed in “ The GMLAN Bus ” on page 20 ), which means that when a signal comes in, CAN raises the voltage on one line and drops the other line an equal amount (see Figure 2-1 ). Differential signaling is used in environments that must be fault tolerant to noise, such as in automotive systems and manufacturing. Notice that when a bit is transmitted on the CAN bus, the signal will simultaneously broadcast both 1V higher and lower. The sensors and ECUs have a transceiver that checks to ensure both signals are triggered; if they are not, the transceiver rejects the packet as noise. There’s a 120-ohm resistor across both wires on the termination ends. If the module isn’t on the end of the bus, it doesn’t have to worry about termination. As someone who may tap into the lines, the only time you’ll need to worry about termination is if you remove a terminating device in order to sniff the wires. You’ll usually find this connector under the steering column or hidden elsewhere on the dash in a relatively accessible place. You may have to hunt around for it, but its outline looks similar to that in Figure 2-2. They’ll typically be either black or white. Some are easy to access, and others are tucked up under the plastic. Search and you shall find! If you hook up a multimeter and check the voltage of wires in your vehicle, you’ll find that they’ll be at rest at 2.5V or fluctuating by 1V. If you find a wire transmitting at 2.5V, it’s almost certainly CAN. Mid-speed and low-speed communications happen on other pins. Some cars use CAN for the mid-speed (MS-CAN) and low-speed (LS-CAN), but many vehicles use different protocols for these communications. You can use wiring diagrams to help locate additional “internal” bus lines. Extended packets are like standard ones but with a larger space to hold IDs. If two CAN packets are sent along the bus at the same time, the one with the lower arbitration ID wins.