CAN Buses Research Articles

Efficient Secure Mechanisms for In-Vehicle Ethernet in Autonomous Vehicles

The integration of external devices and network connectivity into autonomous vehicles has raised significant concerns about in-vehicle security vulnerabilities. Existing security mechanisms for in-vehicle bus systems, which mainly rely on appending authentication codes and data encryption, have been extensively studied in the context of CAN and CAN-FD buses. However, these approaches are not directly applicable to Ethernet buses due to the much higher data transmission rates of Ethernet buses compared to other buses. The real-time encryption and decryption required by Ethernet buses cannot be achieved with conventional methods, necessitating an acceleration in the speed of cryptographic operations to match the demands of Ethernet communication. In response to these challenges, our paper introduces a range of cryptographic solutions specifically designed for in-vehicle Ethernet networks. We employ an AES-ECC hybrid algorithm for critical vehicle control signals, combining the efficiency of AES with the security of ECC. For multimedia signals, we propose an improved AES-128 (IAES-128) and an improved MD5 (IMD), which improve encryption time by 15.77%. Our proposed security mechanisms have been rigorously tested through attack simulations on the CANoe (version 10) platform. These tests cover both in-vehicle control signals, such as braking and throttle control, and non-critical systems like multimedia entertainment. The experimental results convincingly demonstrate that our optimized algorithms and security mechanisms ensure the secure and reliable operation of real-time communication in autonomous vehicles.

A Periodic Authentication Scheme for Safety/Security Co-Design on CAN Buses

A Periodic Authentication Scheme for Safety/Security Co-Design on CAN Buses

Design and Testing of a Computer Security Layer for the LIN Bus.

Most modern vehicles are connected to the internet via cellular networks for navigation, assistance, etc. via their onboard computer, which can also provide onboard Wi-Fi and Bluetooth services. The main in-vehicle communication buses (CAN, LIN, FlexRay) converge at the vehicle’s onboard computer and offer no computer security features to protect the communication between nodes, thus being highly vulnerable to local and remote cyberattacks which target the onboard computer and/or the vehicle’s electronic control units through the aforementioned buses. To date, several computer security proposals for CAN and FlexRay buses have been published; a formal computer security proposal for the LIN bus communications has not been presented. So, we researched possible security mechanisms suitable for this bus’s particularities, tested those mechanisms in microcontroller and PSoC hardware, and developed a prototype LIN network using PSoC nodes programmed with computer security features. This work presents a novel combination of encryption and a hash-based message authentication code (HMAC) scheme with replay attack rejection for the LIN communications. The obtained results are promising and show the feasibility of the implementation of an LIN network with real-time computer security protection.

ECUPrint—Physical Fingerprinting Electronic Control Units on CAN Buses Inside Cars and SAE J1939 Compliant Vehicles

We fingerprint 54 ECUs from 10 cars, one of them being a heavy-duty vehicle that is compliant to the SAE J1939 standard. These later specifications implemented in commercial vehicles offer concrete sender addresses in every CAN frame, making physical characteristics easier to link to specific ECUs. This is not the case for traffic collected inside passenger cars where the allocation of CAN bus identifiers is non-uniform, without explicit sender and receiver addresses, making ECU identification more challenging. While previous research has shown good separation between ECUs even when single features are used, e.g., skews or maximum voltage level, prior results are based on a small number of cars, while our larger experimental basis proves that single features are likely insufficient to separate between a large number of ECUs. Concretely, for a crisp separation, at least four features seem to be needed, i.e., mean voltage, max voltage, bit time and plateau time, while clock skews or any single voltage feature lead to overlaps. We provide clear experimental bounds on the intra and inter-distances regarding skews and voltage features, not neglecting environmental variations which may occur when the car is running.

Investigation of real-time optimization based on CAN bus

Aiming at the problem of CAN bus network transmission delay which affects the transmission rate, a bus network transmission delay model is established. The main indicators of network transmission delay are modeled. A hybrid optimization combining message offset compensation and identifier optimization is proposed. In terms of overall optimization, an optimization method for message segmentation and encoding scheme is designed, and a method for offset compensation of delayed messages is designed for partial parts. Symtavision software is used to simulate network conditions of the two CAN buses. Analyse the main indicators of delay after the optimization plan is adopted. The simulation results show that the hybrid optimization scheme can reduce the delay by more than 16% compared with before, which significantly improves the network communication quality, and improves the network transmission rate and scalability.

A Deep-Learning-Based Framework for Supporting Analysis and Detection of Attacks on CAN Buses

Abstract Modern vehicles contain a plethora of electronic units aimed to send and receive data by exploiting the serial communication provided by the CAN bus. CAN packets are broadcasted to all components and it is in charge of the single component to decide if it is the receiver of the packets. Furthermore, this protocol does not provide source identification of authentication: for these reason it clear that the CAN bus can be easily exposed to attacks. In this paper we propose a method to detect CAN bus targeting attacks. We take into account deep learning algorithms and we evaluate the proposed method by exploiting CAN messages obtained from a real vehicle injecting four different attacks (i.e. dos, fuzzy, gear and rpm), with interesting results in CAN bus attacks detection.

A Robust Load Balancing and Routing Protocol for Intra-Car Hybrid Wired/Wireless Networks

With the emergence of connected and autonomous vehicles, sensors are increasingly deployed within cars to support new functionalities. Traffic generated by these sensors congest traditional intra-car networks, such as CAN buses. Furthermore, the large amount of wires needed to connect sensors makes it harder to design cars in a modular way. To alleviate these limitations, we propose, simulate, and implement a hybrid wired/wireless architecture, in which each node is connected to either a wired interface or a wireless interface or both. Specifically, we propose a new protocol, called Hybrid-Backpressure Collection Protocol (Hybrid-BCP) , to efficiently collect data from sensors in intra-car networks. Hybrid-BCP is backward-compatible with the CAN bus technology, and builds on the BCP protocol, designed for wireless sensor networks. We theoretically prove that an idealized version of Hybrid-BCP achieves optimal throughput. Our testbed implementation, based on CAN and ZigBee transceivers, demonstrates the load balancing and routing functionalities of Hybrid-BCP and its resilience to DoS attacks and wireless jamming attacks. We further provide simulation results, obtained with the ns-3 simulator and based on real intra-car RSSI traces, that compare between the performance of Hybrid-BCP and a tree-based data collection protocol. Notably, the simulations show that Hybrid-BCP outperforms the tree-based protocol on throughput by 12 percent. The results also show that Hybrid-BCP maintains high packet delivery rate and low packet delay for safety-critical sensors that are directly connected to the sink through wire.

On Evaluating Floating Car Data Quality for Knowledge Discovery

Floating car data (FCD) denotes the type of data (location, speed, and destination) produced and broadcasted periodically by running vehicles. Increasingly, intelligent transportation systems take advantage of such data for prediction purposes as input to road and transit control and to discover useful mobility patterns with applications to transport service design and planning, to name just a few applications. However, there are considerable quality issues that affect the usefulness and efficacy of FCD in these many applications. In this paper, we propose a methodology to compute such quality indicators automatically for large FCD sets. It leverages on a set of statistical indicators (named Yuki-san) covering multiple dimensions of FCD such as spatio-temporal coverage, accuracy, and reliability. As such, the Yuki-san indicators provide a quick and intuitive means to assess the potential “value” and “veracity” characteristics of the data. Experimental results with two mobility-related data mining and supervised learning tasks on the basis of two real-world FCD sources show that the Yuki-san indicators are indeed consistent with how well the applications perform using the data. With a wider variety of FCD (e.g., from navigation systems and CAN buses) becoming available, further research and validation into the dimensions covered and the efficacy of the Yuki-San indicators is needed.

Real-time electric vehicle mass identification

A technique capable of identifying electric vehicle (EV) mass in real-time has been a topic of research for several years due to the advantages it presents, such as the ability to dramatically improve range estimates, perform more effective torque vectoring for ABS/ESC, track delivery vehicle weight, etc.. Some crucial issues in mass identification impede an easy implementation of such an algorithm, however, and this work introduces a simple method to calculate EV mass on-the-fly using standard data available on most CAN buses and therefore without the need of additional sensors. The results presented here are achieved using an eight step technique suitable for accurate mass estimations during wide-open-throttle acceleration events. The algorithm’s instantaneous error is less than 10%, and converges to better than 3% absolute accuracy performance with subsequent measurements. A preliminary analysis of trips lacking hard acceleration presented in this paper show an inability to differentiate between loaded and unloaded conditions.

The Arbitrated Networked Control Systems Approach to Designing Cyber-Physical Systems

The domain of networked control systems (NCS) has traditionally been concerned with modeling and designing distributed controllers in the presence of control message loss, varying delay and jitter. Here, the characteristics of the network are assumed to be given and the focus has largely been on the controller. While this is meaningful in the context of control over wireless networks, where the network is assumed to be predesigned, in many other domains there is considerable flexibility in designing the network itself. For example, in an automotive architecture, distributed controllers are implemented on multiple electronic control units (ECUs) that communicate over CAN or FlexRay buses. The network design problem in this case consists of mapping control tasks to ECUs, and determining both the scheduling parameters for the ECUs as well as those for the communication buses. Given a choice of these parameters, the controller design problem is similar to that studied in NCS, i.e., that of designing/analyzing the controller. However, the joint design and optimization of the network and the controller gives rise to new research questions, that have neither been studied within the NCS, nor within the embedded systems domain. We refer to such systems as arbitrated networked control systems (ANCS) to emphasize the fact that the arbitration policy in the network also needs to be determined, and discuss recent results that have been obtained in the literature in this context.

Study on Scheduling Design of TTCAN Protocol of Fuel Cell Bus

Fuel cell buses are the research focus all over the world, how to develop the application layer protocol of the powertrain systems is a key technique. According to the cummunication requirement of the powertrain system of 60kW fuel cell middle bus designed by our group, the time triggered CAN(TTCAN) protocol based on SAE J1939 was designed in this paper. In which, the redundant CAN Buses topology structure of powertrain system was established, then the source address, output parameters and parameter groups of each node were defined, and the TTCAN matrix was scheduled with average-loading algorithm. Finally, the analysis and testing results related to the schedulability, real-time capability, period dithering and bandwidth utilization performance were presented, which prove the good effect and validity of the method adopted in this paper.

Design and Study of Automobile Air Condition Control System Based on CAN Bus

In order to improve the reliability and comfortableness of driving, network used in automobile air-condition control system have been studied in this paper and we also designed a automobile air-condition control system based on CAN bus. The control system can improve the reliability of driving, it interconnects the air-condition system with other automobile CAN buses, which accelerating the automobile integration process. To optimize the control of vehicle air-condition system, we can improve and enhance the performance of conventional automobile air-condition, it is the key technology with a good prospect in the turning of electronic automobile control to the advanced stage.

Implementing a CAN-most gateway with Autosar basic software

The gateway architecture defined in Autosar makes it possible to interconnect different bus systems. However, at this time Autosar only defines couplings of CAN, LIN, Flexray and Ethernet buses. Despite this limitation, there are various solutions for implementing a CAN-Most gateway based on Autosar. But which is the right one? Vector Informatik presents three approaches and describes their respective advantages and disadvantages.

차량차체 네트워크에서 CAN 신호 게이트웨이 설계

The automobile networks consist of the communication bus systems which become independent and heterogeneous each other. Most often, the CAN buses are implemented in a car in order to connect all the electronic control units in various ways. Thus, some gateways are necessary for exchanging the useful information between electronic control units on the buses. The automobile body networks group is divided into two kinds on a large scale, namely the low-speed bus and the high-speed bus. To interchange messages between the two, a CAN signal gateway is designed and implemented in a miniature scale. A network analyzer (called "Vehicle spy") and an oscilloscope monitor network situation to confirm the due operation of CAN signal gateway. The efficiency of the designed gateway is evaluated. The more message thread increased, the more efficiency decreased.