Self — Propelled safety system using CAN protocol — A review

In order to contrast and analyze the real-time performance of the powertrain system of a plug-in hybrid electric vehicle, a mathematical model of the system delay is established under the circumstances that the transmission adopts the CAN (controller area network) protocol and the TTCAN (time-triggered CAN) protocol, respectively, and the interior of the controller adopts the foreground-background mode and the OSEK mode respectively. In addition, an experimental platform is developed to test communication delays of messages under 4 different implementation models. The 4 models are testing under the CAN protocol while the controller interior adopts the foreground-background mode; testing under the CAN protocol while the controller interior adopts the OSEK mode; testing under the TTCAN protocol while the controller interior adopts the foreground-background mode, and testing under the TTCAN protocol while the controller interior adopts the OSEK mode. The theoretical and testing results indicate that the communication delay of the OSEK mode is a little longer than the one of the foreground-background mode. Moreover, compared with the CAN protocol, the periodic message has a better real-time performance under the TTCAN protocol, while the nonperiodic message has a worse one.

In today's world, renewable is the important source and in renewable energy plays vital role. Where wind turbines are placed in remote places and the operation and maintenance services (OMS) are plays key role to getting maximum availability and minimum breakdowns of wind turbine. To minimize the breakdowns in wind turbine, it is important to provide reliable and robust control system. Where communication between controllers plays key role in control system. In wind turbine, the frequency of occurrence of communication failed errors between rotating Hub and stationary Nacelle is causes of increase in breakdown in Wind Turbine. So, to implement W-CAN (Wireless Controller Area Network), where the CAN protocol gives reliable and robust communication between pitch controllers in HUB and Wireless Bluetooth over CAN protocol provide communication between Rotating hub and stationary nacelle which minimizes the communication failed errors. This system is implemented by using LPC1769, FreeRTOS, CAN (Controller Area Network), Bluetooth Protocol, LwIP (Light Weight Internet Protocol) Protocol and Motors. Today real-time communication is one of the key features in distributed embedded control systems. Using FreeRTOS, control system performance will be improved. FreeRTOS comprises CAN & LwIP protocol stack which transfer real time data from hub microcontroller node to nacelle microcontroller node. The Sensor acts as input source to this hub node and microcontroller nodes in compliance of FreeRTOS that includes the Real Time CAN driver which is used for secured and robust data transfer. Real-Time LwIP protocol stack is implemented on top of FreeRTOS to transfer the data to supervisory control and data acquisition (SCADA) System Application on Host PC. In this system, based on LwIP stack the data will be transferred from Turbine nacelle microcontroller Node to the PC Host SCADA application. SCADA application is used for data monitoring and controlling the operation. Hence with the help of this proposed system data acquisition and control of distributed embedded applications will be improved.

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.

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 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.

<span lang="EN-US">Real-time communication is important in control network. In real-time communication, message need to be delivered from source to destination within specification. Embedded Ethernet and Controller Area Network (CAN) protocol can be used in control network to achieve hard real-time communication. For embedded Ethernet protocol, Carrier Sense Multiple Access with Collision Detection (CSMA/CD) is the media access control (MAC) used to control data transmission between nodes in network. Back-off algorithm in CSMA/CD is used to handle packet collisions and retransmission. For CAN protocol, it is communication protocol developed mainly for automotive application. It has priority arbitration to handle collisions and retransmission. In this project, embedded Ethernet network models and CAN network models are developed and simulated in MATLAB Simulink software. Several back-off algorithms, which are Binary Exponential Backoff (BEB), Linear Back-off Algorithm, Exponential-Linear back-off Algorithm and Logarithm Back-off Algorithm are proposed and implemented into Embedded Ethernet network model to evaluate the performance. Both embedded Ethernet and CAN network models are extended to 3 nodes, 10 nodes, and 15 nodes to evaluate performance at different network condition. The performance criteria evaluated and discussed are average delay and jitter of packets. The results show that in network with high number of nodes, Linear Back-off Algorithm and Exponential-Linear back-off Algorithm shows improvement in packets delay and jitter. For CAN network, the packet jitter is relatively low.</span>

The introduction of a communication link improves the performance of a distributed generation (DG) system. At present, standard techniques based on RS485, Global Positioning System and Power Line Carrier Communication are used in DG systems for control and coordination. These techniques have many disadvantages related to their cost and the speed of data transfer. The issues associated with the establishment and requirements of a communication link between high-frequency power converters and the possible solutions are addressed in this paper, which proposes to use Controller Area Network (CAN) protocol for establishing the communication between the converters. CAN has the main advantage that it is capable of operating at speeds of up to 1 Mbit/s and can work faithfully under severe test conditions. The paper includes the design of the communication link which assists the control and coordination of the converters. Use of digital signal controllers enables acquisition of voltage and current parameters as well as data transmission to happen in real time. The communication link is designed using the eCAN module available in TMS320F28069 Piccolo series Digital Signal Controller (DSC) from Texas Instruments. The features of CAN protocol offer the advantage that the local slave DSCs can continue to communicate with each other even after the master controller fails. CAN also provides priority based access to the CAN bus and higher baud rates.

This paper presents a new configuration for in-vehicle networks to increase the reliability of the communication between electronic control units (ECU) and to improve the safety level of a vehicle. Basically, the CAN (Controller Area Network) protocol is assumed for the data communication in vehicles but more reliable communication can be guaranteed by adding the ZigBee communication function to each ECU. To show the validity and the performance of the presented network configuration for some network faults, the Electronic Stability Control (ESC) operation is analyzed by using an ECU-In-the-Loop Simulation (EILS). The experimental set-up for EILS of ESC system consists of two 32-bit microcontroller boards which can be communicated with the CAN or the ZigBee protocol. A 7-DOF (Degrees Of Freedom) vehicle model and ESC algorithm is implemented on each microcontroller. It is shown by the experimental results that ESC using the high reliability CAN system can achieve the same performance as using only CAN protocol without disconnected CAN bus.KeywordsIn-vehicle networkController area networkReliabilityFault toleranceElectronic stability control

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.

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)

In recent years, the rapid development of the intelligent connected vehicle industry has highlighted the critical importance of in-vehicle network security. The Controller Area Network(CAN) protocol is widely used as the core communication framework within in-vehicle systems. However, the CAN protocol lacks encryption and authentication mechanisms, making the network vulnerable to various security threats. Additionally, the rapid advancement of Vehicle-to-Everything communication has increased the frequency of interactions between vehicles and external environments, further exacerbating the security risks of the Internet of Vehicles (IoV) and highlighting the necessity of effective intrusion detection methods. Existing detection methods often face challenges like slow detection speeds and low accuracy. To overcome these limitations, this paper proposes a novel lightweight neural network model that integrates the Mamba architecture with Convolutional Neural Networks (CNNs) for IoV intrusion detection. In the in-vehicle scenario, a two-stage detection method combines single-message detection with message sequence detection. Single-message detection processes each message individually, enabling fine-grained intrusion detection. In contrast, message sequence detection leverages the periodic characteristics of CAN bus messages to detect anomalies in consecutive message sequences. In a complex external network environment, we employ a stacking ensemble approach and knowledge distillation to enhance and compress the model, resulting in a compact, high-performance, lightweight solution. Experimental results on four publicly available datasets show that our method has good detection performance and provides an effective solution to the security challenges in the IoV.

This paper presents the distributed control system for elevators (DECS). Based on the characteristics of the today installed elevator systems, the electric traction elevator has been chosen for this paper. Conventional elevator control systems (ECS) have several disadvantages compared to modern control systems (large number of cables, safety issues, etc.). An alternative to conventional ECS is the DECS. A DECS based on the CAN (Controller Area Network) protocol is presented in this paper. The presented ECS consists of three modules: CU Elevator (CU - Control Unit), CU Cabin, CU Floor. The mentioned modules, control principles and implementation methods based on the PIC 18F458 microcontroller are presented in detail. A description of the CAN protocol design with message scheduling on the bus is given. Messages with an 11 bit identifier without a data field have been used for the distributed control system synthesis. The time analysis of bus availability/traffic demonstrates the adequacy of the distributed control system Based on the defined messages and 5 presented modes of operation, an algorithm of operation has been formed for every control system module. Finally experimental results are presented that have been obtained from a developed CAN based elevator control system. The conducted tests have confirmed the functionality of the elevator control system.

<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>

When we consider an industry of large area the monitoring, controlling of each section involved in the industry is a big task. It involves a large amount of man power and time consumption. To overcome these above factors we developed this technology to make single person for monitoring and controlling the entire network. This can be achieved based on multiprocessor communication by the combination of a wired technology i.e. controller area network (CAN) bus network, and the MCS-51 microcontroller which are the main objectives of our paper. The MCS-51 and the CAN protocol are cost effective, and the CAN protocol is used in various applications like industries, automobiles and home. The software part is done in Keil IDE and Jet Flasher. Hardware is implemented and software porting is done.

IoT technology is growing very fast and one of the requirements of this technology is integrating different communications protocols and networks. In an IoT network, security of such a heterogeneous and large network is very important. Transport systems are part of this super network and in-vehicle protocols are used in such systems. Unfortunately, the Controller Area Network (CAN) protocol, the most popular protocol in the systems, designed without security in mind. In this paper, the Advanced Encryption Standard (AES), an encryption algorithm, is used to prevent masquerade and replay attacks in order to secure CAN protocol to an appropriate level. The paper has a plan to explore for an efficient implementation of AES encryption algorithm for the communication protocol. These implementations have been evaluated on an FPGA ML605 development board. The best implementation of the AES among 8-, 16-, 32- and 64-bit data paths has been investigated. The most important criteria for the protocol in these AES designs are such as consumed power, area, and cost in addition to providing better throughput. The 64-bit structure of the designed AES is selected which has the frequency of 21.4 MHz, significant throughput of 412.39 Mbps, reasonable area of 784 slice on Spartan III FPGA.