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actually” convince “one of the networks on the way. The information is different than it should have been – the attacker’s network, and only after the attacker has reached the target that the attacker will “release” the information and send it to the server he initially needed, through several networks.

“Even without kidnapping, the information is delayed at every junction where it travels, for example, to find out where it needs to go. Like a passenger arriving at an airport and having a follow-up flight – and ground attendants look at his ticket to see what their destination is and decide which port to target. Very short, millions of seconds in all, but when someone hijacks the traffic he can take it to another server, manipulate it and return it to the network, and it will only take a second or a millisecond and chances are no one will ever feel something is happening.

“About a decade and a half ago people realized that it was relatively easy to play with BGP and divert traffic from the original destination to another – to the attacker’s network. So their manipulative use of the system was primarily for the purpose of sending spam, but pretty quickly two types of bodies realized it could be done more with – Cyber ​​powers and big bakery organizations.In the field of communication, filters are used that the attacker can define what he needs, for example – only traffic that goes to a particular destination or belongs to a particular protocol, or comes from a particular source. It’s easy to do and that is done as the information passes, and without delaying the traffic. Abducted, civilian bodies cannot know the nature of the information being hijacked and who is abducting. To know this, an intelligence process must be run that has only very large and state bodies, mainly because it requires cross-bordering from many places. ” Get on without autonomous vehicle too: Local automotive industry raised half a billion dollars in 2019The traditional automotive industry reduced its direct investments in Israeli technology companies in 2019 and took the place of venture capital funds, and in large part • A recent snapshot of some of the most prominent areas of the industry reveals a gradual rise from the “driverless car” dream and significant potential in regular vehicles from the beginning of 2019 Israeli auto-tech about half a billion dollars, not including fundraising that is still underway and yet to be announced. Along with the last quarter of 2018, we are already approaching the 700 million threshold. When analyzing the segmentation of investors who injected money into the Israeli auto tech industry this year, a clear trend is seen for a significant decline in direct investment in the auto industry compared to 2017 and 2018, and an increase in the share of venture capital funds.This trend has a number of reasons, most notably the fact that the unmanned autonomous vehicle is being pushed out of place at the top of the automotive industry’s priorities. This “dream technology” has, in recent years, caught the attention of investors and analysts and has run well in the stocks of traders in the field, which have dispatched impressive medium and short term forecasts. But it’s pretty clear that the time period to cover the costs and generate significant revenue from driverless vehicle technology will be significantly longer than expected.

Meanwhile, the automotive industry is facing far more burning problems, such as the China-US trade war, which threatens to sweep Europe as well. Or the new, tough targets to reduce emissions from new vehicles that will force the industry to invest huge capital in electric vehicle development over the next three years. Another reason is a significant jump in the valuations of some Israeli auto tech companies, which makes their investment relatively expensive.Therefore, most major players in the automotive industry operate a thorough filtering through local representatives in Israel, operating at “ground level”. Others prefer to make investments through specialized funds that do the filtering for them.The created vacuum is well filled by investment bodies from China. They have become dominant in recent rounds of funding, not least because of the growing obstacles that the United States is currently facing in Chinese high-tech investments. Given the Chinese government’s tight oversight of Chinese investments abroad and the strategic-security importance of some of the technologies developed in Israeli auto-tech, it is not surprising whether the Chinese auto-tech flow also stems from a deliberate initiative by the Chinese government. The local “hotspots”, which continue to arouse a lot of interest (and money) in the industry.Car Cyber ​​Protection: Waiting for a RegulatorAt least seven startups and several other veterans work in the field of cyber protection in Israel. It would not be an exaggeration to say that this is the most competitive and crowded arena in the local auto tech industry. Inflation stems from the fact that Israel has well-developed cyber protection technologies and a serious pool of knowledge and manpower, which will trickle into the world of military vehicles, security bodies and civilian cyber companies. You could also assume that this contributed to the huge $ 450 million “flash exit” made in 2017 by Argos Cyber ​​Security.

But all players in the crowded field are now forced to cope with the slow progress of global regulation in the field. Car cyber protection jumped into the automotive industry’s consciousness in the middle of the decade, after the vulnerability of modern vehicles to external network attacks was demonstrated. It is considered especially essential for autonomous vehicles, where the absence of a driver can become a remote-controlled weapon, but is also seen as a necessary layer of protection for non-autonomous and high-connectivity vehicles. These are tens of millions of such serial vehicles, which will go down production lines in the coming years. Despite the fact that this technology is already mature and effective and although the issue has been on the agenda of regulators around the world for several years, there are still no global regulations that require the installation of cyber protection in new serial vehicles. Part of the responsibility falls on the competitiveness of competing lobbying bodies, which are trying to push world regulators towards their technology, and on the road to putting their feet to competitors.he breakthrough may come this year from the US Congress, which in recent months has been conducting particularly vigorous hearings in order to formulate mandatory regulation to install cyber protection in a new vehicle. Another push comes from the automotive industry from the legal system, which threatens to approve billions of class claims for potential cyber risk to car owners. In the meantime, automakers continue to test, and sometimes implement, cyber-security technologies for new car models and the external systems installed, such as multimedia systems and car communications.Israeli start-ups, for their part, are currently trying to cover targeted and different secondary niches, such as cyber protection for trains, ships, trucks and the like. The question is, how many of these startups will survive the regulatory upheaval and restore the Argus exit?The V2X technology, that is, automatic wireless data transfer between cars on and off the road and road infrastructure, is a clear illustration of the rapid evolution of the “smart car” building blocks today. But it also illustrates the obstacles they face.

The V2X began way before the “autonomous vehicle” era, as part of the “Smart Roads” (ITS) programs aimed at smart traffic management in “regular” vehicles and preventing accidents. When the “autonomous hype” began in the middle of the decade, this communications technology already had a proven ability to “look around the corner” and provide drivers with real-time information about the road ahead, based on information collected and transmitted in real time from other vehicles on the road.Thus, its initial absorption was relatively rapid. Already in the middle of the decade, major regulatory bodies around the world announced their intention to require the installation of any new vehicle on the road. However, as has happened in many technologies that open up a huge, profitable market of tens of billions of dollars, the V2X has in recent years also become a fierce battle between competing communications standards, behind each of the heavyweight and high-end lobbyists from the automotive and IT industries. One standard is WIFI-based communication, and the other relies on fast cellular communication in future fifth-generation networks, and is therefore widely backed by major telecom companies that are eyeing revenue for DATA. Each party is determined to “go all the way”.This fight has already delayed the development of this market, and still poses a small dilemma for automakers who are looking ahead and want to embed the “right” global standard in their future vehicles. The central regulatory front is currently the European Union, which after lengthy discussions this year seems to be inclined to adopt the WIFI-based method.

Meanwhile, there are companies in the market, such as the Israeli “Autotox”, who have developed a “chip detour” in the form of chips, which support both methods simultaneously, although at the expense of extra cost and complexity. At the same time, there are car manufacturers such as Toyota, Volkswagen, Ford and several other Chinese manufacturers, who have decided to set facts on the ground and bet on one of the devices. These manufacturers and others are already buying hundreds of thousands of V2X chips for installation on future vehicles, making the market a revenue maker today.The industry estimates that the dispute will be resolved in the coming months. Until then, there are companies in the auto industry and beyond that are already preparing for the next generation of the V2X. The next generation may emerge as the missing link that overcomes the limitations of machine vision and gives unmanned vehicles a vital warning from pedestrians nearby, in any weather and in all visibility conditions. This is assisted by applications on cell phones that “talk” automatically and transparently with the smart road infrastructure and vehicle communication units, and with the help of algorithms that analyze this data and build some kind of maps for real-time vehicle progress planning.

Ford has already announced that it intends to invest in evolution at this stage and adopt it. We recently came across a new, still secret, Israeli startup that promotes this technology as a substitute for artificial intelligence based machine vision. This means a jump from a market with the potential of hundreds of millions of dollars a year to the tens of billions.Car sensors: Investigate the exotic edgesIt would be no exaggeration to say that the sensor technology – the “eyes” and senses of the smart and autonomous vehicle – has built the Israeli autotech ecosystem. The pioneer and the most well-known and recognized is of course Mobilai, whose sensors now provide a variety of sophistication protection and warning for tens of millions of vehicles, which travel on the world’s roadsBut even Mobilai, who previously argued that its machine-vision technology is effective enough to give autonomous vehicles full sensing capabilities, is now aware of the market’s demand for additional types of sensors. Also to cover the familiar vulnerabilities of machine vision – such as driving in visually impaired conditions and severe weather, for example – and to create a type of backup and increase the chance of regulators to approve widespread deployment of driverless vehicles on public roads.This demand is not only for driverless vehicles, if and when they appear in the future, but also for existing serial vehicles, whose peripheral sensor system improves the safety of their passengers, gains tax benefits and increases the market-competitive attractiveness of new models and manufacturers’ profitability.

Because Israel is a global hub of expertise for sensors, mainly thanks to the security and medical sectors, there has been a “bonanza” of dozens of startups in the field in recent years. These are harnessed for the benefit of vehicles and passengers across almost all of the familiar electromagnetic spectrum – from multidimensional radar lasers to sensors, operating at the distant, exotic ends of the spectrum and whose civil science research has only begun in recent years.And it’s no longer a “net” sensor technology. The automotive industry now requires feasible proof of a “perfect package,” which includes algorithms that analyze these sensor data in real time and produce responsive information and commercial value added.No mass production technology yetThe biggest obstacle currently facing this industry is the cost. When a smart or autonomous vehicle starts to integrate a peripheral array and completes 10-14 different types of sensors, each costing hundreds of dollars per unit at best, the potential market is reduced to the upper end of the luxury car segment, if any.Therefore, anyone who survives the field in the coming years is the one who will be able to raise his technology on mass production chips in the tens of dollars range per unit. This, too, is probably one of the reasons for the great affection that companies in this field are now showing towards strategic Chinese investors. This is also why the sensor developers are looking for added value from gathering information and commercializing passenger information within the vehicle, accurate mapping of the environment, etc. The next big momentum in the field may come from the regulator, who is beginning to embed the integration of active and sensor-intensive safety systems into mandatory regulatory requirements. China has taken the place of the United States as the major export destination of major emerging markets

The US-China trade war continues to affect markets and the global economy, but in the meantime domestic trade in emerging markets has become much more important for the Chinese. • In addition, China has reduced its foreign trade dependency to only 34% of GDP. Investors also concerned about the effects of the additional Customs front that Trump – Mexico has widely agreed and expectations of a near-term US-China agreement on trade issues have been key drivers in pushing the stock market in emerging markets in the first four months of 2019. This after most markets were 2018 The emerging ones depend on braking in the face of uncertainty about the issue. Accordingly, unless the expected consensus was formulated, the market response was negative as expected. Fears of escalating the trade war began immediately after President Trump’s decision to impose a 25% tax on $ 200 billion in Chinese imports, followed by China’s announcement that it would impose new taxes on US $ 60 billion in imports

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