Academic literature on the topic 'CAN-Bus'

The existence of high load and latency in the CAN bus network would indeed lead to a situation where a given message crosses its deadline; this situation would disturb the continuity of the required service as well as activating fault codes due to delay of message delivery, which might lead to system failure. The outcome and goal of this thesis is to research and formulate methods to determine and model busload and latencies, by determining parameters such as alpha and breakdown utilization, which are considered as indications to the start of network breakdown when a given message in a dataset start to introduce latency by crossing its deadline which are totally prohibited in critical real time communications. The final goal of this master thesis is to develop a TOOL for calculating, modeling, determining and visualizing worst case busload, throughput, networks’ breakdown points and worst case latency in Scania CAN bus networks which is based on the J1939 protocol. SCANLA (The developed CAN busload analyzer tool in this thesis) is running as an executable application and uses a Graphical User Interface as a human-computer interface (i.e., a way for humans to interact with the tool) that useswindows,icons and menus and which can be manipulated by a mouse.

A data stream management system (DSMS) is similar to a database system with the difference that a DSMS can search data directly in on-line streams as well as querying stored data, while a DBMS can search only stored data. Stream queries are called continuous queries because they run all the time until they are terminated. SCSQ is an extensible DSMS allowing different kinds of data sources to be integrated and queried. A SCSQ interface to a data stream system is called a datastream wrapper. A datastream wrapper allows continuous queries to be specified over an external datastream producing system. The Controller Area Network bus (CAN bus), is astandard for interfacing data streams from different kinds of equipment and engines,such as wheel loaders and other vehicles. The objective of the project is to developan interface, called a CAN bus data stream wrapper, to enable SCSQ to access to streams of sensor readings from industrial equipment through CAN bus standard interfaces. It enables the SCSQ user to specify continuous queries over equipmentdata streams.

The paradigm of the automotive industry has changed, over the course of the last10-15 years. Electronics and software, have introduced in many dierents parts ofa vehicle and the drive-by-wire it is taking over the vehicle functions. Connectivityfunctionalities are increasing in the context of the automotive industry as well. Allthe aforementioned parts have more than one common link. This thesis project willfocus on one of these links, which is the security. The focus will be the CAN busprotocol and specically, on investigating the implications of an adversary havingphysical access in a vehicle. An experiment will be contucted as part of this thesiswork, by using open source hardware (Arduino and Raspberry Pi) and a Man-inthe-middle (MITM) attack scenario, will be implemented. The application, whichwill perform the MITM attack (small scale CAN bus fuzzer) will be developedduring this project and it will be distributed as an open source software afterwards.

The aim of this thesis is to build a framework based on the CAN bus and to create the auto-run scripts followed by the AUTOSAR Acceptance Test for Arctic Core and Arctic Studio, the products from ARCCORE AB. Subsequent to this, the UART driver between the test bench and the application layer has been implemented. In total, 11 test cases are configured with the application layer, the run time environment (RTE) layer and the basic software (BSW) layer. Thus, the test bench of each test case is also implemented. The result shows that 82.7% test cases are passed and the CANTP module and the LDCOM module are found not supported in the Arctic studio.

This master thesis report is a part of the thesis project conducted by Jakob Uhlin at Syntronic R R and D, Stockholm Sweden. The objective of this thesis is to develop a way to process the signal being sent on a CAN-bus and subsequently analyse its quality and its source in the network. A process of gathering appropriate theories and data has been done, parallel with the development of the analyzer module. The intelligence is implemented in an FPGA through the hardware description language VHDL. In this way, the algorithms can process the data in a real-time domain. The central findings and conclusions have been that is possible to analyze the signal quality of a CAN message properly on a FPGA.

<p>SRG Carrier Systems AB har tagit fram en ny maskin MPM 160 där MPM står för Multi Purpose Machine. Den är en typ av redskapsbärare i storleken av en skogmaskin som beroende på vad den utrustas med kan fungera som i princip vad som helst. Hytten på denna maskin skall om så önskas alltid kunna stå horisontellt. Detta skall kunna ske automatiskt eller manuellt och tiltningen sker med hjälp av sex stycken hydraulcylindrar.</p><p>Arbetet i denna rapport avser skapandet av det automatiska systemet. Styrsystemet har skapats i mjukvaran CANmaster från Hydratronics AB. För att veta hur mycket hytten lutar har en inklinometer, vilket är en lutningsgivare, valts och för att veta när maxlägen för lutningkompenseringen nåtts har induktiva givare valts. Styrsystemet implementerades sedan på maskinen.</p><br><p>SRG Carrier Systems AB has developed a new machine MPM 160, MPM is short for Multi Purpose Machine. It is a kind of toolcarrier with the size of a forrestmachine that depending on what it is equipped with can be used as allmost anything. The cabin on this machine can always remain in horizontal position, if so is preferred. This can be done either automatically or manually and the nivellation is made by six hydaulic cylinders.</p><p>The work in this report concerns the creation of the automatic system. The control system has been created in the software CANmaster developed by Hydratronics AB. To know the degree of tilt of the cabin an inclinometer has been chosen and to detect when the compensation of tilt has reached a maximum inductive sensors has been chosen. The control system is then applied on the machine.</p>

In today's world, most automobiles use Controller Area Network (CAN) bus for communication between various Electronic Control Units (ECUs), also called nodes on the CAN bus. Each ECU on the CAN bus is a microcontroller that sends a unique identifier used for node identification. It is possible to spoof node A by sending the same identifier through node B and thereby control node A. Thus, a hacker can control the steering using the car's internal lights and render it ineffective or misuse them. In order to combat this, we try to fingerprint each node by identifying its identifier's unique bit timing characteristics. To that extent, bit timing characteristics used are the Time of Flight (TOF) intervals between successive rising edges of identifier bits, for an ECU. Similarly, other characteristics such as TOF between successive falling edges of the CAN bus node identifier can also be used for node classification. In order to measure these TOFs, we use a device called Time-to-Digital Convertor, which essentially triggers a ring oscillator to measure time values between rising/falling edges of a signal, to the order of picosecond accuracy. These timing values are used as features into the K-nearest neighbors (KNN) classifier algorithm. Once the classifier is trained, it can be used to predict a new timing value into a particular node category, which if different from the expected category is a sign of compromise or intrusion. It is seen that we achieve 95% accuracy of correctly predicting the compromised node under simulation tests. Thereafter, the thesis deals with experimentally predicting an intrusion in the CAN bus system utilizing EPOS Studio CAN bus position controller for Maxon motors. The clock timings being extremely accurate leads to the conclusion that employment of better statistical techniques for node characterization is needed for intrusion detection, which is outside the scope of this work.<br>Master of Science<br>In today’s world, most automobiles use Controller Area Network (CAN) bus for communication between various Electronic Control Units (ECUs), also called nodes on the CAN bus. These nodes can range from car headlights, radio, doors, internal lights to brakes, steering, throttle and much more. Each node on the CAN bus is a microcontroller which controls its proper operation. This also means that if a node is compromised using external hardware or a piece of software, it could be quite risky. Thus, a hacker can control the steering using the car’s internal lights and render it ineffective or misuse them. In order to combat this, we try to fingerprint each node by identifying its unique time domain characteristics. These characteristics can be the Time of Flight (TOF) measurement values between successive rising or falling edges of a node’s unique identifier, using an instrument called a Time-to-Digital convertor. Furthermore, these TOF values are used as features for the K-nearest neighbor (KNN) classifier machine learning algorithm, which uniquely identifies signals coming from any of the fingerprinted nodes, thereby raising a flag if a message comes from an unidentified node. In addition, experimental data is obtained for node identifiers on the CAN bus, in digital form, and passed into a neural network (NN) for training the classifier. We achieve an 95% and 70% prediction accuracy for the KNN and NN classifiers respectively.

Electrical Control Units (ECUs) communicating on Controller Area Networks (CAN buses) are widely used in vehicle electrical systems. Being able to simulate these circuits and buses in a computer environment is beneficial during the development phase when access to test benches is limited and expensive. Simulations can also give a very detailed view of the entire system which in an ordinary lab setup would be practically impossible. BAE Systems Örnsköldsvik SIL Lab department works in the simulation environment CANoe supplied by Vector Informatik GmbH. BAE Systems have a simulation model of their central communication circuit. Unlike the less complicated circuits on the bus it cannot be integrated in the CANoe simulation environment. The less complicated nodes are modelled to usable extent but this is not possible with the central communication circuit. This report presents a possible solution to facilitate communication between the simulated ECU and the CANoe simulation environment under certain real-time constraints. A solution was achieved with a combination of an external program which handled shared memory with callback functions and Vector's Fast Data eXchange protocol (FDX).