![]() In Proceedings of the International Conference on Circuits, Systems, Communication and Information Technology Applications (CSCITA), Mumbai, India, 4–5 April 2014 pp. Boundary of fifteen compression algorithm for controller area network based automotive applications. Development and performance analysis of a data-reduction algorithm for automotive multi-plexing. An Enhanced Data-Reduction Algorithm for Event-Triggered Networks. An Improved Adaptive Data Reduction Protocol for In-Vehicle Networks. An Adaptive Data-Reduction Protocol for the Future In-Vehicle Networks. ![]() An Efficient and Secure Automotive Wireless Software Update Framework. T-Box: A Forensics-Enabled Trusted Automotive Data Recording Method. MAuth-CAN: Masquerade-attack-proof authentication for in-vehicle networks. Ensuring Safety and Security in CAN-Based Automotive Embedded Systems: A Combination of Design Optimization and Secure Communication. Triple ID flexible MAC for CAN security improvement. Mini-MAC: Raising the bar for vehicular security with a lightweight message authentication protocol. A Practical Wireless Attack on the Connected Car and Security Protocol for In-Vehicle CAN. Detecting Low-Rate Replay-Based Injection Attacks on In-Vehicle Networks. ![]() SAIDuCANT: Specification-Based Automotive Intrusion Detection Using Controller Area Network (CAN) Timing. In Proceedings of the 10th Annual Cyber and Information Security Research Conference, New York, NY, USA, 7–9 April 2015 pp. Automobile ECU Design to Avoid Data Tampering. In Proceedings of the 48th Annual IEEE/IFIP International Conference on Dependable Systems and Networks Workshops (DSN-W), Luxembourg, 25–28 June 2018 pp. Fuzz Testing for Automotive Cyber-Security. Remote exploitation of an unaltered passenger vehicle. Free-fall: Hacking tesla from wireless to CAN bus. Vulnerabilities of Android OS-Based Telematics System. Static analysis of Android Auto infotainment and on-board diagnostics II apps. In Proceedings of the 20th USENIX Security Symposium, San Francisco, CA, USA, 8–12 August 2011 USENIX Association: San Francisco, CA, USA, 2011 pp. Comprehensive experimental analyses of automotive attack surfaces. Adventures in automotive networks and control units. A Survey of Attacks on Controller Area Networks and Corresponding Countermeasures. The authors declare no conflict of interest. In the boundary of the fifteen compression (BFC) algorithm, if the current value of a CAN signal has changed within the maximum compression rage of ☑5, then the CAN signal can be compressed. By using data length code (DLC) in CAN frame format, the enhanced data reduction (EDR) algorithm eliminates the difficulties in the identification of compressed messages, such as the use of the reserved bit. In, to use a single ID, the first bit of the data field is assigned as a data reduction code (DRC) indicating whether data reduction is used or not. Therefore, two message IDs are used to distinguish between the compressed data and the uncompressed data. In, if the value of the delta (difference) exceeds the length of the assigned delta field, the current CAN message is transmitted rather than the delta compressed version of the message. In PMDV-based methods, if the difference does not exceed some predefined maximum value, only the differences between the current and preceding CAN messages are transmitted. Through simulation using CAN signals of a Kia Sorento vehicle and an LS Mtron tractor, we show that the generation of frames containing compressed messages of 4 bytes or more is reduced by up to 99.57% compared to the Triple ID method. In this paper, we propose an algorithm that can remove up to 15 bits from frames compressed with the Triple ID algorithm. However, since the Triple ID algorithm uses six header bits, there is a problem associated with low data compression efficiency. The Triple ID algorithm ensures every CAN frame is authenticated by at least 4 bytes of MAC without changing the original CAN protocol. ![]() Recently, the Triple ID algorithm has been proposed to create additional space in the data field of the CAN frame. Therefore, space for transmitting the MAC is required within the CAN frame. To authenticate a data frame, a message authentication code (MAC) needs to be transmitted with the CAN data frame. Encryption and authentication techniques can be applied to CAN data frames to enhance security. Information security in a controller area network (CAN) is becoming more important as the connections between a vehicle’s internal and external networks increase.
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