MPS-CAN analyzer: Integrated implementation of response-time analyses for Controller Area Network

The existing response-time analysis for messages in Controller Area Network (CAN) with CAN controllers facilitating transmission abort requests in transmission buffers does not support mixed messages. The existing analysis assumes that a message is queued for transmission either periodically or sporadically. However, a message can also be queued both periodically and sporadically using a mixed transmission mode implemented by several high-level protocols for CAN used in the industry today. We extend the existing analysis for mixed messages in CAN which is generally applicable to any high-level protocol that uses periodic, sporadic and mixed transmission modes and supports transmission abort requests in CAN controllers.

The controller area network (CAN) protocol is the most widely used in-vehicle network because it provides bounded transmission delay among electronic control units (ECUs) at data rates between 125Kbps and 1Mbps. And, many automotive companies have chosen the CAN protocol for their in-vehicle networking (IVN) system such as chassis network system of intelligent vehicles because of its excellent communication characteristics. However, the increasing number of ECUs and the need for more intelligent functions of advanced driver assistance systems (ADASs) or in-vehicle information systems (IVISs) require a network with more network capacity and real-time quality-of-service (QoS). As one approach to enhancing the network capacity of a CAN system, this paper introduces a CAN system with dual communication channel. And, this paper presents message allocation algorithm that allocates messages to the more appropriate channel using forecast traffic of each channel. An experimental testbed using commercial off-the-shelf microcontrollers with two CAN controllers was used to demonstrate the feasibility of the CAN system with dual communication channel using message allocation algorithm.

Vehicle-IT convergence technology is a rapidly rising paradigm of modern vehicles, in which an electronic control unit (ECU) is used to control the vehicle electrical systems, and the controller area network (CAN), an in-vehicle network, is commonly used to construct an efficient network of ECUs. Unfortunately, security issues have not been treated properly in CAN, although CAN control messages could be life-critical. With the appearance of the connected car environment, in-vehicle networks (e.g., CAN) are now connected to external networks (e.g., 3G/4G mobile networks), enabling an adversary to perform a long-range wireless attack using CAN vulnerabilities. In this paper we show that a long-range wireless attack is physically possible using a real vehicle and malicious smartphone application in a connected car environment. We also propose a security protocol for CAN as a countermeasure designed in accordance with current CAN specifications. We evaluate the feasibility of the proposed security protocol using CANoe software and a DSP-F28335 microcontroller. Our results show that the proposed security protocol is more efficient than existing security protocols with respect to authentication delay and communication load.

<div class="section abstract"><div class="htmlview paragraph">In-vehicle communication among different vehicle electronic controller units (ECU) to run several applications (I.e. to propel the vehicle or In-vehicle Infotainment), CAN (Controller Area Network) is most frequently used. Given the proprietary nature and lack of standardization in CAN configurations, which are often not disclosed by manufacturers, the process of CAN reverse engineering becomes highly complex and cumbersome. Additionally, the scarcity of publicly accessible data on electric vehicles, coupled with the rapid technological advancements in this domain, has resulted in the absence of a standardized and automated methodology for reverse engineering the CAN. This process is further complicated by the diverse CAN configurations implemented by various Original Equipment Manufacturers (OEMs).</div><div class="htmlview paragraph">This paper presents a manual approach to reverse engineer the series CAN configuration of an electric vehicle, considering no vehicle information is available to testing engineers. To execute reverse engineering, the CAN data log is to be taken from the OBD-II port by systematically identifying and mapping the CAN with various ECUs interfaced with that CAN line. Driver actions and continuous data logged from the OBD-II port are cross-referenced with CAN data to determine the byte order of signals and message frames. The signals derived from one vehicle use scenario (driving) are then validated against another scenario (charging) to ensure consistency and accuracy.</div></div>

A controller area network (CAN) protocol has two layers, physical layer and data link layer (DLL). The upper sub-layers of the physical layer, called physical signaling, and DLL are normally incorporated in CAN controllers. The paper describes the implementation of the bit timing logic of a CAN controller on an Altera/spl reg/ Stratix/spl trade/ FPGA board. The bit timing logic corresponds to the physical signaling sub-layer and is implemented as a schematic using Quartus/spl reg/ II Block Diagram Editor. The module is built up of 3 prescalers, PLL, synchronization logic and receiving/transmitting logic.

The electronic control units (ECUs) are more modular in autonomous underwater vehicles (AUVs). The controller area network (CAN) is selected as the underlying networks in AUVs, because of the modularity, safety, and availability in the fields of distributed real-time systems. CAN is based on the broadcast communication mechanism. Every message has a message identifier, which is unique within the whole network since it defines content and the priority of the message. Bus access conflicts are resolved by bit-wise arbitration of the identifiers, which makes the node with the highest priority message holds the bus access and all the other competitors automatically become receivers of the message. This paper introduces an approach of message transmission scheduling for CAN-bus AUV. The objective is to provide the real-time transmission of periodic messages and guarantee low message latency times for messages including periodic, aperiodic and sporadic messages. Finally, an example of message transmission scheduling is presented for AUV.

The Controller Area Network (CAN) is widely employed in automotive control system networks. In the last few years, the amount of data has been increasing rapidly in these networks. With the purpose of improving CAN bandwidth efficiency, scheduling and analysis are considered to be particularly important. As an effective method, it has been known that assigning offsets to the CAN messages can reduce their worst case response time (WCRT). Meanwhile, the fact is that many commercial CAN controllers have been equipped with a priority or first-in-first-out (FIFO) queue to transmit messages to the CAN bus. However, previous researches for WCRT analysis of CAN messages either assumed a priority queue or did not consider the offset. For this reason, in this paper we propose a WCRT analysis method for CAN messages with assigned offset in the FIFO queue. We first present a critical instant theorem, then we propose two algorithms for WCRT calculation based on the given theorem. Experimental results on generated message sets and a real message set have validated the effectiveness of the proposed algorithms.

This paper introduces the principle of controller area network (CAN) bus and the structure of fuel cell vehicle control system based on CAN bus. It focuses on electrical air -condition control system for fuel cell vehicle based on CAN bus, which consists of an air condition control node and an air condition compressor drive. The design of electrical air condition control system based on CAN bus is analyzed in detail, including hardware design and software design. The hardware design mainly includes a general-purpose microcontroller P89C51Rx2, a dedicated microcontroller ST72141 for brushless DC Motor and an independent CAN controller etc.. The running result of air-condition control system proves the flexibility and efficiency and reliability of the system design.

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.

The Partial controller area network (CAN), which can partially turn on and off the operation of electronic control unit (ECU), is a low-power technology and can reduce the CO2 emissions and power consumption of an automobile compared with the existing automobile CAN. However, a problem arises in the application of the Partial CAN whereby the existing automobile CAN databases that contain all the CAN frames of the automobile have many period frames. The periodic frame wakes the ECU every constant cycle, so the power consumption and CO2 emissions savings of ECU are ineffective. To solve this problem, we proposed a new algorithm for applying the Partial CAN that can evade the period wake-up of the ECU. In this paper, we introduce a new algorithm for applying the Partial CAN and analyze the performance of the proposed algorithm by comparing with the existing algorithm.

<div class="section abstract"><div class="htmlview paragraph">The amount of data communicated in automotive networks is increasing rapidly, leading to more complex systems alongside the rising number of Electronic Control Units (ECUs) in modern vehicles. As the number of ECUs has risen, Controller Area Network (CAN) communication bandwidth has been pushed to its limit. Existing solutions - such as using multiple CAN buses, sending multiple CAN frames or switching to another protocol - require a significant system-design effort and replacement of hardware and software. This has paved the way for CAN Flexible Data-rate (CAN FD), which extends the CAN standard and permits significantly higher data rates, enabling faster firmware upgrades. However, some changes must be made like: exchange the classical CAN microcontroller with a CAN FD microcontroller and also a CAN FD transceiver must be used.</div><div class="htmlview paragraph">This article will explore the benefits of CAN FD, how it compares with the classical CAN protocol, requirements for systems and how to introduce CAN FD into existing CAN networks.</div></div>

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.

Abstract- Modern vehicles use the Electronics Control Unit (ECU) to control and monitor all the activities within the vehicle. The number of ECUs are increasing as the complexity of vehicles increases. All the ECUs present in the vehicles are communicated with each other via CAN protocol. Any malfunction in the ECU or abnormal behaviour of ECU is detected or understood by diagnostic services. CAN Protocol does not have advanced features like Diagnostic. The CAN protocol covers only the Physical and Data link layer of the OSI model. There is a need for a standardised diagnostic protocol which can use CAN as underlying technology. Standardised diagnostic protocols used in the automotive domain are On Board Diagnostics (OBD) and Unified Diagnostic services (UDS). UDS protocol is defined under the ISO 14229 standard and provides a standardized framework for in-vehicle communication and fault diagnosis. This project focuses on the design and implementation of the UDS protocol on an embedded system using STM32F407 microcontrollers. The project involves developing a diagnostic communication system between Electronic Control Units (ECUs) Light Control Module (LCM) and Tester tool connected over a CAN bus. Keywords- Unified Diagnostic Services (UDS), ISO 14229, Electronic Control Unit (ECU), Body Control Module (BCM), Light Control Module (LCM), Controller Area Network (CAN), Diagnostic Trouble Code (DTC), Routine Control Identifier (RID), Data Identifier (DID), ISO-TP (Transport Protocol)

A probabilistic approach to determine response-time distribution for messages in Controller Area Network (CAN) is presented here. CAN is a field bus level communication network for exchanging short real-time messages. CAN is mostly used to carry periodic messages for control and automation systems. Traditional response-time analysis of CAN messages only gives worst-case response-times. This introduces pessimism in analysis, resulting in over designing and under utilization of resources. Response-time distribution is a probabilistic function. Response-time distribution provides a complete characterization of CAN message response-time. It can provide probability of meeting/missing any specified response-time limit. This probability is useful for system reliability and performance modeling. In this paper response-time model of CAN messages is discussed. Technique to derive probabilistic parameters of response-time model, for periodic CAN messages with deterministic transmission times is given. The method has been applied to a standard data set, results are compared with that of worst-case analysis and reasons for deviations are discussed.

The most vehicle manufacturers have been using the CAN (Controller Area Network) in order to communicate among ECUs in vehicle systems for a long time. However, CAN has a disadvantage in that it cannot send and receive large amounts of data quickly due to its limited speed and short data transmission size. The CAN FD (Controller Area Network with Flexible Data rate) was developed to compensate for this disadvantage, and it has the advantage of being able to communicate at more fast speed and eight times the data transmission size compared to CAN. These CAN and CAN FD are vulnerable to message replay attacks because they do not provide data authentication. In this paper, secure communication is implemented by applying CMAC (Cipher based Message Authentication Code) based on CAN and CAN FD. Also, the performance of the two secure communications is compared and analyzed. To implement CMAC, HW-based AES-128 (Advanced Encryption Standard) CBC (Cipher Block Chaining) algorithm is used. This paper compares the performance of Secure CAN and CAN FD communication based on CMAC and can help to check communication traffic of ECU (Electronic Control Unit) in advance when applying the function in the real vehicle system.