A randomized methodology for post-silicon validation of CAN and other communication modules

Aiming at the solution of low communication rate, stability and anti-interference problem of lithium battery formation and test equipment, a plan of Controller Area Network (CAN) communication is introduced based on ARM-Cortex STM32F103 which integrates CAN controller to solve the problem of communication rate and stability between bottom and top. The system design and the realization of the hardware and software about CAN module is introduced in detail.

As de facto standards of in-vehicle network communications among various ECUs (Electronic Control Units), CAN (Controller Area Network) protocols invented by Bosch rely on the privately-defined unique identifiers CAN ID in CAN messages which do not convey any destination address. On the other hand, sticking to error handling mechanisms in CAN protocols, an ECU with an amount of transmission errors would enter bus-off state (i.e., go offline thereupon) and shall be recovered according to some prescribed bus-off recovery mode (BOM). All these sensitive CAN knowledge concealed inside an ECU by OEMs (Original Equipment Manufacturers) shall not be revealed and could be found extensive practical applications to both adversarial behavior (e.g., target ECU attacks) and security enhancement mechanisms (e.g., intrusion detection system designs). The paper presents FirmCAN, the first automatic analysis framework to dope out sensitive CAN knowledge (CAN IDs and bus-off recovery mode in particular) compiled in automotive ECU firmwares. FirmCAN first identifies base address (using accurate absolute function entry addresses), and then performs CAN module API positioning and sensitive configuration information resolution. We buckle down to automotive ECUs that resort to fixed-address mailboxes as CAN module transmission buffers (e.g., Renesas SuperH/RA series) and present concrete algorithms for each analysis phase. Our experimental evaluations first investigate firmwares extracted from real automotive ECUs. We then develop our own applications using RA6M4 development boards, which not only produce required firmwares to evaluate FirmCAN, but also create ground truth through hardware debugging. All evaluations demonstrate that FirmCAN can accurately garner above-mentioned sensitive CAN knowledge. FirmCAN can be trivially generalized to engage in extended frames and CAN modules with similar transmission logic, e.g., TI (Texas Instruments), ST (ST Microelectronics), etc.

Controller Area Network (CAN) is the main bus network that connects electronic control units in automobiles. Although CAN protocols have been revised to improve the vehicle safety, the security weaknesses of CAN have not been fully addressed. Security threats on automobiles might be from external wireless communication or from internal malicious CAN nodes mounted on the CAN bus. Despite of various threat sources, the security weakness of CAN is the root of security problems. Due to the limited computation power and storage capacity on each CAN node, there is a lack of hardware-efficient protection methods for the CAN system without losing the compatibility to CAN protocols. To save the cost and maintain the compatibility, we propose to exploit the built-in CAN fault confinement mechanism to detect the masquerade attacks originated from the malicious CAN devices on the CAN bus. Simulation results show that our method achieves the attack misdetection rate at the order of 10-5 and reduces the encryption latency by up to 68% over the complete frame encryption method.

Controller Area Network (CAN) is an effective choice for the automotive industries due to its simplicity, low cost nature, decrease of wiring density and in addition to that it provide connectivity with multiple nodes with single wiring pair. This paper aims in describing an ARM 7 LPC 2129 based Temperature measurement system with Controller Area Network (CAN) bus. Objective of this paper is to construct a hardware proposal for communication between nodes with CAN bus. A Node to Node communication link has been established which are connected via CAN bus so as to observe and control the temperature values transferring on the CAN bus and send the command signals onto the another node. The hardware boards are designed to be capable of supporting high speed bit rate up to 1Mbps. The CAN communication module can transmit or receive data following CAN Protocol. With the help of the software used, the CAN-BUS communication would be clear to the nodes of the ARM 7 Controllers in the system. The software part is done in KEIL microvision-4 using Embedded -C.

The Controller Area Network (CAN) is widely used for distributed systems in automotive and other applications such as safety-critical applications. As such, it is necessary to evaluate the property of the continuous working ability of a CAN node. In this paper we setup a discrete time Malkov chain model based on the fault confinement mechanisms of CAN to calculate how long a CAN node can work normally before it goes into its "bus-off" state. An example will be given to show the theoretical conclusion finally.

To enhance the attack resistance of the Controller Area Network (CAN) system and optimize the communication software design, a comprehensive model that combines a variable attacker with the CAN bus (VACB) is proposed to evaluate the bus communication risk. The VACB model consists of a variable attacker and the CAN bus model. A variable attacker is a visualized generation of the attack traffic based on a recurrent neural network (RNN), which is used to evaluate the anti-attack performance of the CAN bus; the CAN bus model combines the data link layer and the application layer to analyze the anomalies in CAN bus data transmission after the attack message. The simulation results indicate that the transmission accuracy and successful response rate decreased by 1.8% and 4.3% under the constructed variable attacker. The CAN bus’s authenticity was promoted after the developers adopted this model to analyze and optimize the software design. The transmission accuracy and the successful response rate were improved by 2.5% and 5.1%, respectively. Moreover, the model can quantify the risk of potential attacks on the CAN bus, prompting developers to avoid it in early development to reduce the loss caused by system crashes. The comprehensive model can provide theoretical guidance for the timing design of embedded software.

The Controller Area Network (CAN) is a message based event-triggered communication service, and primarily applied in automotive and various industries such as vehicles, multi-robot, real-time communication systems and others. The CAN bus connects several independent CAN modules and allows them to communicate and work together asynchronously and/or synchronously. All nodes can simultaneously transmit data to the CAN bus, and the collision of multiple messages on the bus is resolved by a bitwise arbitration algorithm, which operates by assigning a node with low-priority message to switch to a listening mode while a node with high-priority message remains in a transmitting mode. This arbitration mechanism results in the starvation of lower priority messages. Previous studies resolving the CAN starvation problem have been mostly focused on the arbitration between two nodes, not considering simultaneous transmission of two or more nodes. In this paper, we present a starvation free CAN model that resolves the arbitration of multiple simultaneous transmission of two or more messages.

To overcome the shortcomings of compatibility with different CAN (Controller Area Network) communication devices and applicability in different fields for the current real-time monitoring systems for ECU (Electronic Control Unit) based on CAN bus, a novel architecture for the monitoring system was put forward, and the corresponding monitoring software has been developed, which consists of a communication module, a configuration database for the protocol of application layer and its management tool, a message parsing module, and an application module. The proposed architecture and developed monitoring software were verified through real-time communication tests on the ECU of automatic transmission of an experimental vehicle.

Most of today's industrial computers are applied to embedded systems because the industrial computers can be implanted with the operating systems to manage the peripheral equipments. The industrial computer can deal with multi-tasking efficiently by process scheduling. The digital signal processor has the advantage of highly computational capability, but it can’t deal with multi-tasking because of the lack of operating systems. This thesis is based on controller area network (CAN) bus network to construct a distributed real-time monitoring and control system. This system consists of subsystems of master, slave, and monitor. The master subsystem is constructed by a PC/104+, Linux-RTAI operating system and PCI to CAN communication interface. There are two slaves with the cores of digital signal processors (DSP). One is to control an inverted pendulum using the LQR controller, the other is to control a dc motor using the PID controller. The monitor subsystem consists of a monitoring interface and universal serial bus (USB) to CAN communication interface. In the experiments, the master subsystem sends the control commands to the slaves. The slaves excute the control tasks according to the received commands and return the responses to the monitor. The monitor is able to show the system responses on the screen to facilitate the system analysis. This thesis verifies the performance of the distributed control system through experiments.

In manufacturing systems, Controller Area Network (CAN) based systems has been widely used. Hence the reliability of the Controller Area Network has become increasingly important. In order to ensure production safety and reduce unnecessary maintenance costs, evaluating the reliability of a CAN network becomes necessary. The reliability of the CAN network can be assessed by determining the status of nodes and predicting the times of each node reaching its bus off states using node transmit error counter (TEC) values. However, the TEC values of the nodes cannot be accessible online in most industrial applications. This paper presents a novel method for node TEC value estimation based on the segmented discrete time Markov chains using network error information. We also consider the special scenario where data frame arbitration area is damaged by the error so that node identifier (ID) information of the interrupted data frame cannot be identified. Case studies are carried out to demonstrate the effectiveness of proposed method. Experiment results show that the estimation results using the proposed method agree well with actual observations.

Recent years have seen an exponential rise in complex software-driven functionality in vehicles, leading to a rising number of electronic control units (ECUs), network capabilities, and interfaces. These expanded capabilities also bring-in new planes of vulnerabilities making intrusion detection and management a critical capability; however, this can often result in more ECUs and network elements due to the high computational overheads. In this paper, we present a consolidated ECU architecture incorporating an Intrusion Detection System (IDS) for Automotive Controller Area Network (CAN) along with traditional ECU functionality on an off-the-shelf hybrid FPGA device, with near-zero overhead for the ECU functionality. We propose two quantised multi-layer perceptrons (QMLP's) as isolated IDSs for detecting a range of attack vectors including Denial-of-Service, Fuzzing and Spoofing, which are accelerated using off-the-shelf deep-learning processing unit (DPU) IP block from Xilinx, operating fully transparently to the software on the ECU. The proposed models achieve the state-of-the-art classification accuracy for all the attacks, while we observed a 15x reduction in power consumption when compared against the GPU-based implementation of the same models quantised using Nvidia libraries. We also achieved a 2.3x speed up in per-message processing latency (at 0.24 ms from the arrival of a CAN message) to meet the strict end-to-end latency on critical CAN nodes and a 2.6x reduction in power consumption for inference when compared to the state-of-the-art IDS models on embedded IDS and loosely coupled IDS accelerators (GPUs) discussed in the literature.

The controller area network (CAN) system is one of the serial bus systems used in various applications, such as automobiles, airplanes, and industry. This study describes the analysis of electromagnetic interference (EMI) caused by a buck converter that is installed close to a CAN communication bus, and highlights the problems in a conventional EMI evaluation, followed by the development of an experimental EMI mitigation method. The experiments performed for verification show that the periodic switching noise of a buck converter causes data-transmission failure of CAN. Finally, this study proposes a novel control method for a buck converter, which can reduce the data-transmission failure of CAN.

Controller Area Network (CAN) is a kind of serial communication network that supports the distributed control and the real time control. The CAN have high performances and high reliabilities. It can solve many problems of complex circuitry, wiring harness increasing, operation reliability reducing and the difficulty of fault maintain increasing while using CAN Bus technology in automobile. In this paper, the form of CAN bus and node design method based on MC912D60A single chip microcomputer were studied and introduced. At last, the hardware design principle diagrams and software flow charts were given.

This paper presents a new method for inspecting the consistency of methane based on controller area network (CAN) nodes. It is advantageous for control center to keep fluent communication with far excavate coal spot; it enhances the safety factor and solves the problem of telecommunication. The catalytic burning technique to inspect the concentration of methane is introduced. It is also illuminated how to use MCU and SJA1000CAN controller to construct the communication node of CAN

Basically, the controller area network (CAN) is an event-triggered control network. However, design of precise and safety-critical applications requires time-triggered protocols as the communication infrastructure to achieve hard real-time performance. Although the time-triggered controller area network (TTCAN) is suitable for synchronized applications, complexity and inflexibility of implementing the TTCAN cause limited applications in motion control. This paper implements CAN communication services on precise synchronized multi-axis motion control by introducing the event/time-triggered structure. A motion command estimator is implemented to estimate the lost messages caused by the network transmission rate. The proposed CAN-based motion control system achieves desirable performance even under a lower transmission rate with heavier message loading on the bus. Furthermore, the proposed event/time-triggered structure has been successfully applied to a DYNA MTYE 1007 CNC machine and experimental results indicate that tracking accuracy in different CAN transmission rate has been obtained