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As connectivity between and within vehicles increases, so does concern about safety and security. Various automotive serial protocols are used inside vehicles such as Controller Area Network (CAN), Local Interconnect Network (LIN) and FlexRay. CAN bus is the most used in-vehicle network protocol to support exchange of vehicle parameters between Electronic Control Units (ECUs). This protocol lacks security mechanisms by design and is therefore vulnerable to various attacks. Furthermore, connectivity of vehicles has made the CAN bus not only vulnerable from within the vehicle but also from outside. With the rise of connected cars, more entry points and interfaces have been introduced on board vehicles, thereby also leading to a wider potential attack surface. Existing security mechanisms focus on the use of encryption, authentication and vehicle Intrusion Detection Systems (IDS), which operate under various constrains such as low bandwidth, small frame size (e.g. in the CAN protocol), limited availability of computational resources and real-time sensitivity. We survey In-Vehicle Network (IVN) attacks which have been grouped under: direct interfaces-initiated attacks, telematics and infotainment-initiated attacks, and sensor-initiated attacks. We survey and classify current cryptographic and IDS approaches and compare these approaches based on criteria such as real time constrains, types of hardware used, changes in CAN bus behaviour, types of attack mitigation and software/ hardware used to validate these approaches. We conclude with potential mitigation strategies and research challenges for the future.

The next generation of automobiles integrate a multitude of electronic control units (ECUs) to implement various automotive control and infotainment applications. However, recent works have demonstrated that these pervasively computerized modern automobiles are susceptible to security attacks that could compromise the physical safety of the driver and/or passengers. In this paper, we propose a novel ECU architecture for automotive cyber-physical systems (CPS) that simultaneously integrates both security and dependability primitives in the design with negligible performance, energy, and resources overhead. We implement our proposed ECU architecture on Xilinx Automotive (XA) Spartan-6 FPGA. We demonstrate the effectiveness of our proposed architecture using a steer-by-wire (SBW) application over controller area network (CAN) with flexible data rate (CAN FD) as a case study. We also optimize and implement a prior secure and dependable automotive work on NXP quad-core iMX6Q SABRE automotive board. We quantify the performance, energy, and error resilience of our proposed architecture for the SBW case study. Results reveal that our proposed architecture can attain a speedup of 47.9× while consuming 2.4× lesser energy than the optimized SABRE board implementation of security and dependability primitives. We further perform a comparative analysis of prior designs and the proposed ECU architecture for different in-vehicle networks, viz., CAN, CAN FD, and FlexRay. Results verify the feasibility as well as the superiority of the proposed ECU over other prior designs in terms of response time, energy efficiency, and error resilience.

One key component in the modular design architecture is the in‐vehicle communication network, which allows Electronic Control Units, sensors, and other components to communicate with each other. The Controller Area Network (CAN) bus is the most widely used in‐vehicle communication network due to its simplicity. This chapter provides an introduction to the following in‐vehicle communication systems: CAN, FlexRay, and CANopen. FlexRay is meant to gradually replace CAN as the default in‐vehicle communication network. CANopen is a communication protocol and device profile specification for embedded systems used in automation. The CANopen communication protocol has support for network management, device monitoring, and communication between nodes, including a simple transport layer for message segmentation and desegmentation. CANopen distinguishes two basic data transmission mechanisms: the access to entries of the object dictionary through “Service Data Objects” and the exchange of process data through “Process Data Objects”.

The Automotive Industry sector and automotive allied firms have grown significantly far above the expectations in recent years, and their expectations from undergraduates/postgraduates are peaking up every moment. The Automotive Industry pioneers such as Bosch, Mercedes, Continental, Delphi, and many more expect industry-ready graduates, so that they can put them on the project directly without spending much time on the OJT’s(On Job Training). This would greatly reduce the time to market their products. The automotive industry is looking for skilled engineers having strong hands-on experience in embedded C, Model-Based Design & development, communication protocols like CAN, LIN, Flexray, and exposure to modern industry tools like CANalyzer/Busmaster and VMLAB. To address the industry needs stated above, at an institute level every student undergo automotive electronics theory course along with automotive electronics lab as a part of the curriculum during the sixth semester but this does not completely fill the gap, therefore, an Advanced Automotive Course called as “VAPs” is conducted only for the automotive industry placed students after the completion of the graduate program. The paper details about the VAPs conducted for the automotive industry placed graduates. This course greatly helped the students to crack the post-placement test conducted by the industry, and it also has significantly reduced the training programs conducted in the industry. VAPs indirectly boosted the placement count.

A tremendous investment in automotive embedded systems has been observed in recent years. And the trend continues to grow considering the emerging self-driving vehicles [2,6]. Those vehicles are equipped with complex sub-systems like multi-view camera system, lane-keeping assistant system, pedestrian avoidance system, etc. The systems are parts of the embedded system in the vehicle which contains hundreds of endpoints (cameras, millimeter-wave radars, GPS, brake system, etc.) and form a sophisticated network [12]. The state-of-art network of automotive embedded systems tends to be deployed in a distributed manner, where various sub-systems are divided into domains [6,12]. In each domain, a Domain Control Unit (DCU) is responsible for computing tasks. The DCU can be seen as a SoC which contains a CPU and sometimes a FPGA/GPU [5] for remote acceleration. The endpoints within/between each domain are connected via specialized network/bus like LIN, CAN or FlexRay, which provides deterministic network in the loops between sensors, DCUs and actuators. However, the emerging trend of self-driving in automotive brings at least three new challenges that the current systems find hard to address. 1) high-bandwidth and deterministic interconnection. Currently, 60-100 endpoints (sensors/actuators) are deployed per vehicle. But recent industry figures suggest the number to reach over 200 per vehicle [1]. In addition, inter-domain traffic grows rapidly as domains are increasingly integrated. The ever-scaling system desires lightweight and high-bandwidth network rather than sophisticated and low-bandwidth buses. Moreover, deterministic features should also be preserved for real-time and security-relatedapplications.2) high-performance computing for AI-powered inference real-time AI models (e.g., convolutional neural network) has been widely adopted for autopilot functionalities [2,3]. However, low-end computing platforms [5] have difficulties deploying large scale AI models [2,9]. For instance, Tesla requires >50 Tops neural network performance while maintaining the power under40W per chip (cooling reasons). This requires high-end computing node being implemented. Considering the budget and cooling constraints in automotive systems, deploying those computing nodes in a distributed manner would be infeasible.3) Over-the-air(OTA) updates for automotive software/firmware. Due to the fast evolution of software/firmware on vehicles, a number of manufacturers tend to update software/firmware via OTA techniques. This requires DCUs to be networked with the cloud from time totime. The distributed positioning increases the complexity of the remote updates and may incur security issues [6]. To address the challenges above, we present CAMES, a TSN-enabled centralized architecture for automotive embedded systems. In the center of CAMES, the central computing platform takes the advantage of high-end FPGAs for remote acceleration. DCUscan be largely simplified as no power-hungry computing tasks running locally. Between DCUs and the centralized computing platform, TSN (time-sensitive network) [11] is implemented to provide high-bandwidth and deterministic L2 connection for both real-time and non-real-time traffic. On top of TSN, we proposed a light weight transport layer protocol for data delivering between sensors/actuators and the central computing platform. Since software/firmware of DCUs/sensors/actuators are updated by the central computing platform instead of exposing directly to the remote, security and simplicity feature can be better maintained during OTA. This demo demonstrates the advantages and feasibility of such a design with two use cases which are typical in automotive scenarios.

Time-triggered automotive networks use time-triggered protocols (FlexRay, TTEthernet, etc.) for periodic message transmissions that often originate from safety and time-critical applications. One of the major challenges with time-triggered transmissions is jitter, which is the unpredictable delay-induced deviation from the actual periodicity of a message. Failure to account for jitter can be catastrophic in time-sensitive systems, such as automotive platforms. In this article, we propose a novel scheduling framework (JAMS-SG) that satisfies timing constraints during message delivery for both jitter-affected time-triggered messages and high-priority event-triggered messages in automotive networks. At design time, JAMS-SG performs jitter-aware frame packing (packing of multiple signals from Electronic Control Units (ECUs) into messages) and schedules synthesis with a hybrid heuristic. At runtime, a Multi-Level Feedback Queue (MLFQ) handles jitter-affected time-triggered messages and high-priority event-triggered messages that are scheduled using a runtime scheduler. Our simulation results, based on messages and network traffic data from a real vehicle, indicate that JAMS-SG is highly scalable and outperforms the best-known prior work in the area in the presence of jitter.

Due to its cost efficiency, the controller area network (CAN) is still the most wide-spread in-vehicle bus, and the numerous reported attacks demonstrate the urgency in designing new security solutions for CAN. In this paper, we propose an intrusion detection mechanism that takes advantage of Bloom filtering to test frame periodicity based on message identifiers and parts of the data-field which facilitates detection of potential replay or modification attacks. This proves to be an effective approach since most of the traffic from in-vehicle buses is cyclic in nature and the format of the data-field is fixed due to rigid signal allocation. Bloom filters provide an efficient time-memory tradeoff which is beneficial for the constrained resources of automotive grade controllers. We test the correctness of our approach and obtain good results on an industry-standard CANoe-based simulation for a J1939 commercial-vehicle bus and also on CAN with flexible data-rate traces obtained from a real-world high-end vehicle. The proposed filtering mechanism is straightforward to adapt for any other time-triggered in-vehicle bus, e.g., FlexRay, since it is built on time-driven characteristics.

Modern day automotive features (e.g., in-vehicle augmented reality) require a depth of the environment as the input source. It is important that depth data can be transferred from one processing unit to another in a car. About 10 years ago, Stixel has been introduced as a mid-level representation of depth maps (disparities) which reduces the data volume thereof significantly. Since then, Stixel has been extensively researched and is nowadays a seriously considered solution for series production cars. Nevertheless, even after using a Stixel representation, the depth data can hardly fit into a low- or medium-bandwidth in-vehicle communication system, e.g., via a CAN bus. Hence, the cost-sensitive automotive industry is still seeking new solutions for the transmission of depth information using in-vehicle communication buses. In this paper, we present an efficient lossless compression scheme for Stixels as a potential solution to this problem. Our proposed algorithm removes both spatial and temporal redundancies in Stixels through a combination of predictive modeling and entropy coding. Evaluation shows that it outperforms general purpose compression schemes, e.g., zlib, by more than $$60\%$$ in space savings. More importantly, we prove that using the proposed Stixel compression, depth information could be transmitted through a less expensive CAN bus, whereas a much more expensive FlexRay bus is needed otherwise. We believe that this finding has great relevance for the automotive industry.

We designed a Simulink vehicle blockset in order to integrate safety, reliability, best condition of luxury and comfort in modern models by adding or modifying some old algorithms, implemented as application layer components. The proposed blockset corresponds to the Society of Automotive Engineers benchmark which is normally connected by the CAN bus that we replaced by the FlexRay bus. We used the Embedded MATLAB tool for implementing this blockset in order to generate a portable C standard code. To connect the designed sub-blocks together, we applied the real-time middleware data distribution service (DDS) and the FlexRay protocol. In this paper, we focused our interest on the implementation of the Simulink blockset with its different sub-blocks and we then identified their DDS entities and their QoS profiles. We also calculated the worst-case response time, based on the full scheduling model, which served to configure the DDS deadline QoS and the FlexRay protocol parameters.

With the continuous development and upgrading of Intelligent Connected Vehicles (ICV), the on-board network communication of intelligent connected vehicles has been gradually transformed from the traditional CAN bus to the complex on-board communication network such as CAN-FD, FlexRay and on-board Ethernet. However, while the complex network architecture brings the communication performance greatly improved, it also brings the hidden cyber security risk. This paper mainly studies the security of different buses from the perspective of vehicle information security, proposes the protection method of CAN bus and vehicle Ethernet, and carries on the protection design verification to them.

The increasing local and remote wireless connection possibilities available to common vehicles (such as cellular, Bluetooth, V2X communication) have raised significant cybersecurity concerns. This paper presents an up-to-date compilation about security vulnerabilities present in the most relevant in-vehicle communication buses (CAN, LIN, FlexRay), and a summary of various cybersecurity proposals for CAN and FlexRay, from various authors. Possible cyberattacks on the LIN bus are presented in detail, in order to outline the design of a robust IT security layer for this bus, thereby significantly contributing to the safety of vehicle occupants.

Developing automotive software applications is one of the most challenging and time-consuming activities in the automotive product development cycle. As of today, classical automotive software applications communicate exclusively using vehicle-specific communication protocols such as Controller Area Network (CAN) and FlexRay communication buses. Automotive applications communicate using transport layer messages that are defined and configured for each vehicle system (car model). This hard-wired design makes out-of-the box integrations between heterogeneous automotive products virtually impossible. It also renders automotive integration projects to digital world (smart devices, cloud, big data, IoT gadgets) hard to develop and maintain. We present in this paper Let's DO, a novel platform for interoperability and data exchange between different noncoherent products, systems and devices (both automotive and nonautomotive). Let's DO platform abstracts automotive communication protocol messages in a unified message standard transported over IP-based Ethernet networks enabling interoperability, quick prototyping, code reuse, and allowing more agile and efficient automotive software development cycles.

Technology is evolving aggressively everyday around us in different domains. In addition, IoT is being involved in different fields to facilitate people's daily life routines with the help of trigger-action platforms (such as Zapier, IFTTT, Integromat, etc.). These platforms help end-users create a set of workflows that integrate various devices. On the other hand, the proliferation of sensors mounted on vehicles nowadays produced huge data from cars, yet not fully utilized. Recently vehicles' industry incorporated more technologies to increase connectivity, thus increasing the level of comfort and luxury, This paper explores and presents the Digital Gate system and its advantages. Digital Gate system aims to connect the vehicle's network (including CAN, Flexray, Ethernet, etc.) to cloud computation platforms as well as to the automation platforms and vice versa. Moreover, Digital Gate system provides the capability of creating proof of concepts (POCs) and prototypes for automotive developers. Also, it facilitates and accelerate the development cycle.

In this work, authors propose the concept of Protocol Data Unit (PDU) normalization for heterogeneous In-Vehicle Networks (IVN) in automotive gateways (GW). Through the development of the so-called PDU Normalizer Engine (PDUNE), it is possible to create a novel protocol-agnostic frame abstraction layer for PDU and signal gatewaying functions. It consists of normalizing the format of the frames present in the GW ingress ports of any kind (e.g. CAN, LIN, FlexRay or Ethernet). That is, the PDUNE transforms the ingress frames into new refactored frames which are independent of their original network protocol, and this occurs in an early stage before being processed across the different stages of the GW controller till reaching the egress ports, optimizing thus not only the processing itself but also the resources and latencies involved. The hardware (HW) implementation of the PDUNE exploits Software Defined Networking (SDN) architectural concepts by decomposing each ingress frame in two streams: a data frame moving across the data plane and an instruction frame provided with all the necessary metadata that –in parallel and synchronously to the data frame– evolves through the different processing stages of the GW controller performed directly in HW from the control plane. The PDUNE has been synthesized as a coarse-grain configurable HW accelerator (HWA) or co-processor attachable to the system CPU of the GW controller, aimed at contributing towards future automotive zonal GW solutions targeting heterogeneous IVNs with stringent real-time routing and tunneling functional constraints.

When CAN was developed, its performance was sufficient for its application in vehicles. However, as the amount of data communicated in vehicles continued to increase, data processing using CAN became increasingly difficult. Therefore, the automotive industry required communication systems with higher-performance. To address this, an automaker was used to develop the new Ethernet communication 10base-T1, which reduced the bit-rate to 10Mbps and used a novel bus access method called PLCA.This paper compares CAN, CAN-FD and FlexRay to 10base-T1. The experiment implements bus conditions when using 10base-T1 to compare the data transfer times with other communication methods. The results proved that 10base-T1 was the superior means of communication for application in vehicles.

Control through communication networks, e.g., local interconnect network (LIN), controller area network (CAN), FlexRay, Ethernet, in automotive systems has become a necessity nowadays. Although the advantages brought by their introduction worth the implementation, there are also some disadvantages. Their adverse effects on the performances and stability of control systems have to undergo serious analysis and design w.r.t. the proposed architectures for the control structure and the compensation methodology. As such, this paper proposes a theoretical and practical analysis of the two most used communication networks in the automotive domain, i.e., CAN and FlexRay. The theoretical analysis tackles the most important properties of these two networks, describing briefly their advantages and disadvantages. The practical analysis w.r.t. the time-varying delays induced by CAN and FlexRay communication networks on the control performances of a vehicle powertrain is performed using the TrueTime toolbox for Matlab. To do the comparative analysis, a predictive controller was designed and implemented, and the results illustrate that the obtained performances are not degraded even when time-varying delays are induced by both communication networks.

This paper introduces key advantages of high-speed data network presented in [1] for automotive communication system. The proposed channel topology employed point-to point (P2P) interconnection to overcome the limited channel bandwidth of conventional FlexRay system. In addition, the sharing of clock in the master electronic control unit (ECU) with local ECUs enabled by closed clock channel topology has enhanced timing accuracy in time-domain multiplexing (TDM) system. The proposed transceiver network achieved 2.5Gb/s data rate at 1.8V power supply. The worst data and clock jitter over 5000 symbols were 49.6ps and 10.7ps respectively.

In order to improve the reliability of traditional utility management computer, and to meet those requirements of small, low and light design, this paper has proposed a highly reliable and modularized systematic architecture based on FlexRay bus. In this paper, the software and the hardware scheme on universal FlexRay bus communication unit based on FPGA and MFR4310 has been planned; the hardware and the software design of CPU module and interface functional module has been completed; the testing environment for utility management computer has been constructed. The test results have shown that the FlexRay bus-based new utility management computer can greatly improve the reliability and the temporal certainty of data communication among functional modules. It has reduced the volume and the weight of this product, and provided an effective solution to improve the function and performance of the utility management computer.

The FlexRay bus is a modern standard used in the automotive industry. It offers deterministic message transmission with zero jitter while using time-triggered scheduling in the static segment. When several vehicle variants (i.e. different models and their versions) share the same signal, the car manufacturers require to schedule such signal at the same time in all vehicle variants. This requirement simplifies the signal traceability and diagnostics in different vehicle variants using the same platform and simplifies reuse of components and tools. In this paper, we propose a first fit based heuristic algorithm which creates the schedules for several vehicle variants at once, while transmitting a given signal at the same time in all the schedules. The scheduling algorithm also takes the time constraints as release dates and deadlines into account. Finally, different algorithm versions are compared on benchmark sets and low computational time demands are validated on large instances.

In order to satisfy the next generation of automotive electronic control system unit of cost, PCB space has limited requirements for high performance, high reliability and stability, In this paper, a 16-bit Freescale MCU MC9S12XF512 is designed as the main control chip of automobile electronic control system unit. It is based on FlexRay bus technology, aiming at body layout and body control requirements. This article introduces the design of automobile electronic control system structure of the system unit in detail, including the main control chip of control module, FlexRay bus communication module and other peripheral circuit of the hardware design and software design processes. Through the actual design and development, a number of automobile electronic control system units are made, and the communication test based on FlexRay bus is realized by software programming . The design of the control unit with independent bus controller, can be easily connected with other ECU for high speed data transmission.

Due to the development of the Internet of Vehicles (IoV) and advanced driver-assistance systems (ADAS), the Ethernet has become one of the most important communication protocols for the future of automotive networks. This is because the existing communication protocols (such as FlexRay) do not provide sufficiently high bandwidth requirements. The main challenge for the automotive industry will be to transfer and extend standard IP and Ethernet into vehicles and still fulfill the automotive requirements. The automotive gateway not only links two or more protocols and exchanges the data using each, but also monitors and ensures functional safety. This paper proposes a FlexRay/Ethernet gateway by considering the development conditions of embedded systems and the security in the field of vehicle networking. The proposed method is implemented on the Field Programmable Gate Array (FPGA) system to evaluate running time and to analyze the overhead of the security mechanism. For one-to-one mapping logic, the execution times of FlexRay to the Ethernet path and Ethernet to FlexRay path are constant, at 4.67 &mu, s and 6.71 &mu, s, respectively. In particular, cybersecurity can be integrated as an extension of the gateway with low latency and power consumption.

Based on the automotive open system architecture (AUTOSAR) specification of FlexRay bus, this paper designs the FlexRay bus communication protocol stack. With the development of rail vehicles, the driving safety, driving comfort and passenger comfort of rail vehicles have been significantly improved. Accordingly, the number and the complexity of electronic control units (ECUs) are increasing, and the amount of software code is rising rapidly. However, the bandwidth and data volume of controller area network (CAN) bus are relatively limited, and its fault tolerance and reliability are relatively low. It will be difficult to meet the requirements of future vehicle network control. FlexRay bus replaces CAN bus, which has higher bandwidth and better fault-tolerant performance. At the same time, the communication protocol stack conforming to AUTOSAR specification can shorten the software development cycle of electronic control system for railway vehicles, reduce the labor cost of products and improve the software portability rate. Experimental results verify the feasibility and validity of the protocol stack.

AUTOSAR (AUTomotive Open System ARchitecture) is a global cooperation to create a standard architecture for developing softwares that are to be used in automotive ECUs. This collaboration includes vehicle manufacturers, suppliers, tool developers etc. The AUTOSAR standard has a layered software architecture that allows the use of different application specific software components. By this architecture, the hardware and software are decoupled from each other that increases the reusability of these software components. Integrating Ethernet technology into AUTOSAR is a new area of interest in automotive industry because of the various advantages it offers. Ethernet provides larger bandwidth compared to other in-vehicle networks such as CAN, LIN, Flexray etc. Hence development of AUTOSAR Ethernet Stack becomes necessary. Within this stack, the functionality to send and receive Internet Protocol data between various software modules is facilitated by TCP/IP module. It is located between SoAd and EthIf modules within the AUTOSAR Ethernet Communication stack. It consists of a number of protocols that aids in data transmission and reception of which ICMP is one protocol used to report errors that occur during data transfer. This paper proposes the development and testing of an AUTOSAR TCP/IP stack specially focusing on ICMP protocol functionalities. The development, integration and testing of protocols can be done using Virtual Box with Ubuntu. Compiler used is Cygwin GCC. eZyConfig is the tool used to configure the required modules. Transmission and reception of packets through network can be monitored using Wireshark Network Analyzer.

On-board data exchange systems evolve with the development of vehicles. These are specialized constructions created from scratch to meet the specific tasks of modern control systems. The article presents the basic milestones in the evolution of telecommunications buses in vehicles from the beginning of their creation to the present day with the identification of areas that are the starting point in new directions of their development.

FlexRay is the leading in-vehicle communication protocol for safety-critical applications in the automotive industry. Due to the richness of configurable parameters, topologies and support to time-triggered as well as event-triggered communication, FlexRay is widely being employed for the safety-critical applications. In this work, we address the problem of priority assignment for the given set of dependent messages which are to be scheduled for the event-triggered communication. As the problem of scheduling has been reported to be computationally intractable, thus we propose three efficient heuristics of varying yields and complexity. Each heuristic computes a schedule that respects the dependency and protocol-specific constraints as well as minimizes the end-to-end delay. Unlike most of the existing works, rather than considering the network in isolation, the effect of the execution time of tasks has also been taken into consideration. To evaluate the performance of the proposed heuristics extensive simulation has been performed. Additionally, the guidelines to design the network have also been provided, such that the end-to-end delay is minimum.

Connected and autonomous vehicles (CAVs) are an innovative form of traditional vehicles. Automotive Ethernet replaces the controller area network and FlexRay to support the large throughput required by high-definition applications. As CAVs have numerous functions, they exhibit a large attack surface and an increased vulnerability to attacks. However, no previous studies have focused on intrusion detection in automotive Ethernet-based networks. In this paper, we present an intrusion detection method for detecting audio-video transport protocol (AVTP) stream injection attacks in automotive Ethernet-based networks. To the best of our knowledge, this is the first such method developed for automotive Ethernet. The proposed intrusion detection model is based on feature generation and a convolutional neural network (CNN). To evaluate our intrusion detection system, we built a physical BroadR-Reach-based testbed and captured real AVTP packets. The experimental results show that the model exhibits outstanding performance: the F1-score and recall are greater than 0.9704 and 0.9949, respectively. In terms of the inference time per input and the generation intervals of AVTP traffic, our CNN model can readily be employed for real-time detection.

The paper presents a real-time operating system (RTOS) that provides a distributed shared memory (DSM) service for distributed embedded control systems. Model-based design is widely adopted in embedded control software design and the source code of software modules can be generated from a controller model. The generated software modules exchange their input and output values through shared variables. We develop a RTOS with a DSM service to provide a location-transparent environment, in which distributed software modules can exchange input and output values through the DSM. The RTOS is an extension to OSEK OS. We use a real-time network called FlexRay, which is based on a time division multiple access (TDMA) protocol. The consistency of the DSM is maintained according to the order of data transfer through FlexRay, not using inter-node synchronization. The worst case response time of the DSM is predictable if the FlexRay communication is well configured.

Sensors and actuators are the core components of all mechatronic systems used in a broad range of diverse applications. A relatively new and rapidly evolving area is the one of rehabilitation and assistive devices that comes to support and improve the quality of human life. Novel exoskeletons have to address many functional and cost-sensitive issues such as safety, adaptability, customization, modularity, scalability, and maintenance. Therefore, a smart variable stiffness actuator was developed. The described approach was to integrate in one modular unit a compliant actuator with all sensors and electronics required for real-time communications and control. This paper also introduces a new method to estimate and control the actuator's torques without using dedicated expensive torque sensors in conditions where the actuator's torsional stiffness can be adjusted by the user. A 6-degrees-of-freedom exoskeleton was assembled and tested using the technology described in this paper, and is introduced as a real-life case study for the mechatronic design, modularity, and integration of the proposed smart actuators, suitable for human–robot interaction. The advantages are discussed together with possible improvements and the possibility of extending the presented technology to other areas of mechatronics.

Modern in-vehicle networks are comprised of heterogeneous systems that use various communication protocols with different source clocks. Moreover, gateway systems are designed with additional features that ensure converted/forwarded data meet real-time constraints. In this paper, we propose a synchronization mechanism for FlexRay and Ethernet audio video bridging (AVB) network that guarantees a high quality-of-service. We also designed the corresponding embedded system based-gateway system. Moreover, we built an in-vehicle network environment that consists of FlexRay and Ethernet AVB networks using an embedded system, which is integrated and synchronized by the gateway. We evaluate the synchronization performance of the proposed method using the developed gateway by conducting experiments as well as a theoretical analysis. The results of the experiment show that the synchronization mechanism provides timing guarantees for the FlexRay network that are similar to those of the Ethernet AVB network.

Recently, FlexRay was developed to replace the controller area network (CAN) protocol in the chassis network systems to provide high-speed data transmission as well as hardware redundancy for safety. However, FlexRay network design is more complicated than with CAN protocol, which has been an in-vehicle network (IVN) standard for car manufacturers for decades, because the FlexRay has many parameters such as the base cycle or slot lengths. To simplify the FlexRay network design and assist vehicle network designers in configuring a FlexRay network, this paper presents an automatic field bus exchange format (FIBEX) generation method for migration from the CAN message description format such as the DBC format to the FlexRay FIBEX format. The automatic FIBEX generation method is examined by simulating a chassis networking system using a DBC benchmark tool, which demonstrates the feasibility of the system and the reduction in workload for network designers.

Network operation of FlexRay Electronic Control Unit (ECU) in passenger cars is influenced by the significant number of parameters that have to be written into the ECU FlexRay controller. To keep the FlexRay network robust, the correct parameter values must be set in all ECUs of the FlexRay communication cluster. This is not a trivial task since particular ECUs are supplied by different manufacturers and any manufacturer can change some parameter either by mistake or even intentionally. The effect of such a change is generally unpredictable and can often be observed under specific operational conditions only. The most serious effect is a global FlexRay network failure, which usually leads to the fatal vehicle malfunction. Hence it was necessary to develop, implement and validate new dedicated measurement methods, enabling the evaluation of actual values of the most critical FlexRay parameters at the Open Systems Interconnection (OSI) data-link layer and thus the ECUs individual acceptances testing for system integrator verification purposes. As the mass production of FlexRay controllers is not applicable due to a lack of test specific features, deployment of these methods is enabled by utilization of unique FPGA-based FlexRay controller implementation. Proposed measurement methods are focused on parameters specifying the FlexRay wakeup protocol, FlexRay startup procedure, and the FlexRay synchronization mechanism. Each measurement method is described in detail, including its limits and prerequisites. All the developed methods were validated by experiments on real FlexRay networks and results are included in the paper. Two different types of FlexRay controller core (Freescale and Bosch E-Ray) were used in ECU under test (EUT) to eliminate the risk of measurement method dependence on a specific controller implementation.

FlexRay is a hybrid communication protocol tailored to the requirements in the automotive domain, supporting both time-triggered and event-triggered communication with high data-rates. The time-triggered static segment is commonly used for in-vehicle communication while the event-triggered dynamic segment is used for diagnostics and configuration. This paper addresses the problem of synthesizing schedules for the static FlexRay segment for asynchronous scheduling, following the design approach of current automotive architectures. Previous approaches largely focused on FlexRay 2.1 while the few existing approaches for FlexRay 3.0 are nonoptimal in several aspects. As a remedy, our framework makes use of all new features of version 3.0 while supporting the still predominantly used FlexRay 2.1, making it backward compatible. The following approaches are proposed: 1) a single-stage integer linear programming (ILP) approach that determines an optimal solution but does not scale; 2) a multistage ILP for combining previously generated subsystem schedules to a global schedule. It clearly improves the scalability but is not optimal. The multistage approach allows to integrate and convert existing FlexRay 2.1 schedules into a FlexRay 3.0 schedule which is important for legacy reasons, i.e., to reduce testing and certification efforts; 3) a greedy heuristic which scales well and obtains high quality solutions in comparison with the optimal solution, but is unsuitable to integrate existing schedules; and 4) metaheuristic approaches based on genetic algorithms or simulated annealing to evaluate the benefits of the proposed approaches.

Research efforts related to in-vehicle communication security were largely focused on the Controller Area Network (CAN) protocol. While CAN is still the most widely used protocol for building in-vehicle networks, many safety critical functionalities are based on other communication protocols such as FlexRay or Ethernet which constantly expand their use inside vehicles. In this paper we address the problem of authenticating transmissions in FlexRay networks. We approach this task by adapting an authentication protocol to the time-triggered nature of FlexRay communication while also accounting for non-deterministic transmissions that may occur in the FlexRay dynamic segment. We illustrate the effects of introducing authentication on keeping strict message deadlines by evaluating our proposal based on a real-life scenario from a major vehicle manufacturer.

Modern vehicles have a so many complex Electronic Control Units (ECU) that communicate using CAN and FlexRay protocols with each other. When developing such systems, focus is on testing communication between electronic components, in need for fast, reliable and secure communication. This type of testing represent very complex process. That is repeated several times during the development of new component versions. Presented implementation is designed for testing platform based on AUTOSAR standard for embedded systems in automotive system. The focus is generating tests for AUTOSAR Classic Platform adjusted for ADAS systems.

Security has become critical for in-vehicle networks as they carry safety-critical data from various components, e.g., sensors or actuators, and current research proposals were quick to react with cryptographic protocols designed for in-vehicle buses, e.g., CAN (Controller Area Network). Obviously, the majority of existing proposals are built on cryptographic primitives that rely on a secret shared key. However, how to share such a secret key is less obvious due to numerous practical constraints. In this work, we explore in a comparative manner several approaches based on a group extension of the Diffie–Hellman key-exchange protocol and identity-based authenticated key agreements. We discuss approaches based on conventional signatures and identity-based signatures, garnering advantages from bilinear pairings that open road to several well-known cryptographic constructions: short signatures, the tripartite Diffie–Hellman key exchange and identity-based signatures or key exchanges. Pairing-based cryptographic primitives do not come computationally cheap, but they offer more flexibility that leads to constructive advantages. To further improve on performance, we also account for pairing-free identity-based key exchange protocols that do not require expensive pairing operations nor explicit signing of the key material. We present both computational results on automotive-grade controllers as well as bandwidth simulations with industry-standard tools, i.e., CANoe, on modern in-vehicle buses CAN-FD and FlexRay.

In this paper, a novel and new FlexRay/Ethernet gateway with security for interconnection of vehicle is proposed. The proposed gateway is designed and implemented using Xilinx ZedBoard. In order to solve the problem of no physical address in the FlexRay protocol, then the virtual MAC address method is used. For security purpose in vehicle communication networking, this paper proposes a Security Data Transmission Mechanism (SDTM) which is used to monitor and encrypt data frames. This paper uses the cost-performance (CP) ratio evaluation function to evaluate a system, where the cost is computed by the system cost and the performance is counted by the numbers of transmission data per second. From experimental results shown that the proposed FlexRay/Ethernet gateway have the highest CP value than related works.

Existing in-vehicle networks have various network systems such as LIN, CAN, FlexRay, and MOST. When new functions are added here, wires and ECUs are increased. Due to the requirements of these changing systems, the cost and complexity of communication efficiency of automotive networks is also increasing. Therefore, Ethernet is an alternative to integrate these complex in-vehicle network systems into one [1]. If the existing Ethernet is applied to the vehicle, various problems may occur. Therefore, the IEEE is standardizing the Ethernet optimized for vehicles. In this paper, we propose a new data transmission method of IEEE 802.3ch which is actively being standardized.

Nowadays, at present, there are many kinds of researches and applications of CPS or IoT based on wireless technology. However, in some specific occasions where wireless communication is used as a means of communication for internal equipment, such as medium-sized UAVs and driverless vehicles, it has many problems in safety, high speed and stability. Moreover, the existing wired communication modes, such as FlexRay RS485 and CAN, are difficult to meet the modern requirements of high-speed real-time communication and remote direct memory access. Unified Model Bus (UM-BUS) is a dynamic reconfigurable high-speed serial bus which is designed to solve these problems in distributed compute and control system in CPS or IoT applications. Based on these elements, this paper proposes a design of encoding arbitration and interrupt request in UM-BUS controller which is used to capture signals of access or other interrupt events. Because of the encoding arbitration and interrupt request method, "device access interrupt" process can be added in UM-BUS interrupt controller after a synchronous package was sent by the Master node with time synchronizing function. And thus, it means that when the process is completed, the system has a basic communication condition of low speed, under which the bus system can start a low-precision synchronization, and after the completion of the low-precision synchronization condition, the system has the ability of lane detection. Ultimately, the addition of interrupt simplifies the original design of UM-BUS controller hierarchically and divisionally by the means of the proposed design.

The article is focused on control system design based on multiplexed data bus (namely, MIL-STD-1553). Being applicable to a variety of industrials designs like aircraft its usage for vehicle electrics control has not been investigated so far. A novel approach to vehicle electrics control system design is supported by a working prototype AVELPOL (Automotive Electronics Polytech, acronym is structured in Russian). The division of vehicle systems into informational and control subsystems allows to design them independently and makes it possible to apply high-speed interfaces (like Ethernet) for multimedia transfer. A comparative study of existing automotive systems (CAN, LIN, FlexRay) reveals that the proposed solution holds the functionality of conventional systems and provides a number of additional significant improvements in hardware and software architecture, like high unification of both, high noise immunity, dependability and maintainability.