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In response to the problems of low control accuracy, single detection of operating parameters, and insufficient collaborative control of unmanned fertilization in field fertilization operations, this paper proposes an adaptive control strategy for fertilizer discharging shaft speed based on segmented linear interpolation method. By constructing a relationship model between fertilizer discharging shaft speed and motor control signals in different speed ranges, the on-site self-calibration of fertilizer discharging shaft speed and the precise control of the fertilization rate is achieved. At the same time, real-time detection and warning technology for multiple working condition parameters were integrated, and a bus communication protocol between unmanned tractors and variable-rate fertilizer applicators was developed. A variable-ratefertilization monitoring system based on unmanned tractors was developed, and actual experimental tests were conducted to test the system's performance. Among them, the calibration test results of fertilization rate showed that the discharging rate of the fertilizer apparatuses (p) was negatively correlated with the rotation speed of the fertilizer discharging shaft, and that the installation position of the fertilizer apparatuses affected the uniformity of fertilization between the rows of the fertilizer applicator. The speed response test of the fertilizer discharging shaft showed that the average response time (Ts) of the fertilizer discharging shaft speed controlled by the self-calibration model was 0.40 s, the average steady-state error (ess) was 0.13 r/min, and the average overshoot (σ) was 7.33%. Compared with the original linear model, the ess was reduced by 0.23 r/min, and the σ was reduced by 1.54 percentage points. The results of the fertilization status detection tests showed that the system can achieve real-time detection of different operating parameters and states, as well as collaborative control of tractors and fertilizer applicators. The results of the fertilization rate control accuracy test showed that the average fertilization control error of the system was 1.91% under different target fertilization rate, which meets the requirements of variable-rate fertilization field operations. This study can serve as a technical reference for the design and development of fertilization robots in the context of unmanned farm development. [ABSTRACT FROM AUTHOR]

As autonomous vehicles grow more common, maintaining their cyber security becomes increasingly important. The CAN (Controller Area Network) bus, a critical communication network in self-driving cars, is susceptible to cyber-attacks that can jeopardize vehicle safety and performance. In this paper, we offer a novel hybrid approach, DeepXG, that combines XGBoost and deep learning (DL) approaches to detect intrusions in the CAN bus. Our model takes advantage of both algorithms' strengths to extract critical characteristics and learn complicated patterns for accurate and resilient intrusion detection. We conducted comprehensive studies to evaluate DeepXG's performance using a genuine CAN traffic dataset from a CAV's OBD-2 port. The proposed method outperformed many intrusion detection methods, achieving an amazing accuracy of 99.90%. The XGBoost feature relevance score enables effective feature selection while reducing computing complexity and boosting generalization. Our findings show that DeepXG helps improve cyber security in autonomous vehicles. The hybrid model's ability to effectively detect and classify network intrusions makes it a potential approach for safeguarding the CAN bus and ensuring autonomous vehicle safety. [ABSTRACT FROM AUTHOR]

To improve the expandability, seeding accuracy, and operating speed range of the electric drive system (EDS) of precision seeders, this study constructed an EDS based on a controller area network (CAN) bus and designed a motor controller based on a field-orientated control (FOC) algorithm. Full-factorial bench and field tests based on seed spacing (0.1, 0.2, and 0.3 m) and operating speed (3, 6, 9, 12, and 15 km/h) were carried out to evaluate the performance of the EDS. The results of bench tests showed that seeding quality varied inversely with operating speed and positively with seed spacing. The average quality of feed index (QFI) at 0.1, 0.2, and 0.3 m seed spacing in bench tests was 88.38%, 96.67%, and 97.36%, with the average coefficient of variation (CV) being 20.13%, 16.27%, and 13.20%. Analysis of variance confirmed that both operating speed and seed spacing had a significant effect on QFI and CV (p < 0.001). The analysis of motor rotational speed accuracy showed that the relative error of motor rotational speed above 410 rpm did not exceed 2.24%, and the relative error had less influence on the seeding quality. The average QFI was 85.93%, 95.91%, and 96.24%, with the average CV being 21.12%, 15.50%, and 16.49% at 0.1, 0.2, and 0.3 m seed spacing in field tests. The methods and results of this study can provide a reference for the design and optimization of the EDS in a maize precision seeder and provide an effective solution for the improvement of maize yields. [ABSTRACT FROM AUTHOR]

Aiming at the problems of limited coverage and imperfect function caused by the inflexible communication mode of the existing mine broadcast system, a design scheme of mine broadcast system integrating Ethernet, CAN bus and analog audio transmission is researched and designed, and the system architecture, hardware and software design and core technology of the system are described. The hardware of the system is composed of broadcast terminal and broadcast intercom speaker. The broadcast terminal uses Ethernet communication to realize network IP telephone and complete long-distance communication; broadcast intercom speaker through the CAN bus, combined with analog audio to achieve two-way intercom and streaming media online playback, with CAN relay function, can be unlimited cascaded, can be deployed where the optical fiber can not cover. The whole set of broadcasting system can realize full coverage of underground voice in coal mines, with the advantages of easy installation and low hardware cost, and provide strong support for daily safe production scheduling and disaster prevention and avoidance in coal mines.

Introduction: As the main means of information exchange within vehicles, the safety of the controller area network bus directly affects the safe operation of the vehicle and the safety of passengers' lives and property. Methods: To enhance its secure communication function, this study utilizes advanced encryption standard algorithms and improves the S-box of the algorithm to solve problems such as extended processing time. A secure communication system for the local area network bus of the vehicle controller is designed based on optimized advanced encryption standard algorithms. Results and Discussion: The results showed that when the file size was 200MB, the encryption and decryption time spent by the research method was 469.8 s and 528.5 s, respectively, which are significantly lower than traditional methods. In the simulation results, under both non-encrypted and encrypted transmission, the information remained intact throughout the entire transmission process. This indicated that the optimization algorithm effectively reduced encryption processing time and system resource consumption while ensuring data confidentiality and integrity. The new system meets the security requirements of the local area network bus of vehicle-mounted controllers. Conclusion: This study not only enhances the security of in-vehicle networks but also promotes the application and development of related encryption technologies in the field of vehicle networking. It provides strong technical support for the further development of vehicle networking and the safe operation of intelligent vehicles. [ABSTRACT FROM AUTHOR]

Transmission, energy management, and distribution systems are critical components of modern electric vehicles, encompassing all sectors of the power system through communication control technology. One widely used communication system in electric vehicles is the Controller Area Network (CAN). This research aims to investigate the development of CAN BUS technology, adapted from large trucks, to control the communication system within an ATV electric vehicle using a communication format similar to bus Communication. The communication control system includes several components: the engine switch, headlight, turn signal, emergency light, horn, forward/reverse gear, and accelerator. The system's communication protocols were developed using MRS Developers Studio version 1.40 software to create the data transmission and reception formats for the vehicle's components. The communication system employs three PLC 1.033.30B.00 type E control boxes, each with limited analog and digital input/output ports. The sequence of communication control begins with the engine start/stop operation, as the system will not function unless the engine is started first. The headlight operation is processed within the CAN BUS1 control box. Simultaneously, the turn signal and emergency light functions are controlled by CAN BUS1 and displayed on both the CAN BUS2 (front of the vehicle) and CAN BUS3 (rear of the vehicle) control boxes. Additionally, the accelerator function is managed within the CAN BUS2 control box and displayed on the CAN BUS3 control box. However, this operation is contingent upon the forward/reverse gear selection, managed by CAN BUS1 and processed by CAN BUS3. All system operations are designed within the software's programming paths. The communication system operates using CAN-High and CAN-Low lines, and communication data fields can be monitored using the PCAN-View software version 4.2.1.533. This study demonstrates the feasibility and effectiveness of adapting CAN BUS technology for ATV electric vehicles, providing insights into the integration and control of various vehicular components within a unified communication framework. [ABSTRACT FROM AUTHOR]

Recently, vehicles have experienced a rise in networking and informatization, leading to increased security concerns. As the most widely used automotive bus network, the Controller Area Network (CAN) bus is vulnerable to attacks, as security was not considered in its original design. This paper proposes SIDuBzip2, a traffic anomaly detection method for the CAN bus based on the bzip2 compression algorithm. The proposed method utilizes the pseudo-periodic characteristics of CAN bus traffic, constructing time series of CAN IDs and calculating the similarity between adjacent time series to identify abnormal traffic. The method consists of three parts: the conversion of CAN ID values to characters, the calculation of similarity based on bzip2 compression, and the optimal solution of model parameters. The experimental results demonstrate that the proposed SIDuBzip2 method effectively detects various attacks, including Denial of Service , replay, basic injection, mixed injection, and suppression attacks. In addition, existing CAN bus traffic anomaly detection methods are compared with the proposed method in terms of performance and delay, demonstrating the feasibility of the proposed method.

In response to the problems of current electromagnetic compatibility testing methods for elevator control cabinets, including low intelligence, cumbersome operation, and lack of elevator system status monitoring, this paper proposes an electromagnetic compatibility testing method for elevator control cabinets and designs a set of electromagnetic compatibility testing and control system for elevator control cabinets. The author constructed an "upper computer+ lower computer" control system architecture, developed an embedded controller based on ARM, designed application software for upper and lower computers of the automatic testing process and control system, implemented such functions as sensor signal acquisition and CAN bus communication for elevator control cabinets, and realized the real-time monitoring of electromagnetic compatibility testing of elevator control cabinets and elevator system status. Then, the author used this system to carry out the conducted immunity, voltage dip, voltage interruption, electrical fast transient pulse group and surge tests on elevator control cabinets, and conducted simulation tests on elevator control cabinets for sensor signal abnormalities, power supply failures, and communication anomalies. The results show that the electromagnetic compatibility testing and control system of the elevator control cabinet operates stably, with accurate data collection and simple operation, accurately and efficiently identifies various types of faults, meets the needs of elevator manufacturers and testing institutions for electromagnetic compatibility testing, and compared with previous testing methods, reduces testing manpower input by about 67%.

Copyright of Journal of Computer Engineering & Applications is the property of Beijing Journal of Computer Engineering & Applications Journal Co Ltd. and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

To improve the expandability, seeding accuracy, and operating speed range of the electric drive system (EDS) of precision seeders, this study constructed an EDS based on a controller area network (CAN) bus and designed a motor controller based on a field-orientated control (FOC) algorithm. Full-factorial bench and field tests based on seed spacing (0.1, 0.2, and 0.3 m) and operating speed (3, 6, 9, 12, and 15 km/h) were carried out to evaluate the performance of the EDS. The results of bench tests showed that seeding quality varied inversely with operating speed and positively with seed spacing. The average quality of feed index (QFI) at 0.1, 0.2, and 0.3 m seed spacing in bench tests was 88.38%, 96.67%, and 97.36%, with the average coefficient of variation (CV) being 20.13%, 16.27%, and 13.20%. Analysis of variance confirmed that both operating speed and seed spacing had a significant effect on QFI and CV (p < 0.001). The analysis of motor rotational speed accuracy showed that the relative error of motor rotational speed above 410 rpm did not exceed 2.24%, and the relative error had less influence on the seeding quality. The average QFI was 85.93%, 95.91%, and 96.24%, with the average CV being 21.12%, 15.50%, and 16.49% at 0.1, 0.2, and 0.3 m seed spacing in field tests. The methods and results of this study can provide a reference for the design and optimization of the EDS in a maize precision seeder and provide an effective solution for the improvement of maize yields.

In response to the problems of low control accuracy, single detection of operating parameters, and insufficient collaborative control of unmanned fertilization in field fertilization operations, this paper proposes an adaptive control strategy for fertilizer discharging shaft speed based on segmented linear interpolation method. By constructing a relationship model between fertilizer discharging shaft speed and motor control signals in different speed ranges, the on-site self-calibration of fertilizer discharging shaft speed and the precise control of the fertilization rate is achieved. At the same time, real-time detection and warning technology for multiple working condition parameters were integrated, and a bus communication protocol between unmanned tractors and variable-rate fertilizer applicators was developed. A variable-ratefertilization monitoring system based on unmanned tractors was developed, and actual experimental tests were conducted to test the system’s performance. Among them, the calibration test results of fertilization rate showed that the discharging rate of the fertilizer apparatuses (p) was negatively correlated with the rotation speed of the fertilizer discharging shaft, and that the installation position of the fertilizer apparatuses affected the uniformity of fertilization between the rows of the fertilizer applicator. The speed response test of the fertilizer discharging shaft showed that the average response time (Ts) of the fertilizer discharging shaft speed controlled by the self-calibration model was 0.40 s, the average steady-state error (ess) was 0.13 r/min, and the average overshoot (σ) was 7.33%. Compared with the original linear model, the ess was reduced by 0.23 r/min, and the σ was reduced by 1.54 percentage points. The results of the fertilization status detection tests showed that the system can achieve real-time detection of different operating parameters and states, as well as collaborative control of tractors and fertilizer applicators. The results of the fertilization rate control accuracy test showed that the average fertilization control error of the system was 1.91% under different target fertilization rate, which meets the requirements of variable-rate fertilization field operations. This study can serve as a technical reference for the design and development of fertilization robots in the context of unmanned farm development.

Nowadays, a vehicle can contain from 20 to 100 ECUs, which are responsible for ordering, controlling and monitoring all the components of the vehicle itself. Each of these units can also send and receive information to other units on the network or externally. For most vehicles, the controller area network (CAN) is the main communication protocol and system used to build their internal network. Technological development, the growing integration of devices and the numerous advances in the field of connectivity have allowed the vehicle to become connected, and the flow of information exchanged between the various ECUs (electronic control units) becomes increasingly important and varied. Furthermore, the vehicle itself is capable of exchanging information with other vehicles, with the surrounding environment and with the Internet. As shown by the CARDIAN project, this type of innovation allows the user an increasingly safe and varied driving experience, but at the same time, it introduces a series of vulnerabilities and dangers due to the connection itself. The job of making the vehicle safe therefore becomes critical. In recent years, it has been demonstrated in multiple ways how easy it is to compromise the safety of a vehicle and its passengers by injecting malicious messages into the CAN network present inside the vehicle itself. The purpose of this article is the construction of a system that, integrated within the vehicle network, is able to effectively recognize any type of intrusion and tampering. [ABSTRACT FROM AUTHOR]

Transmission, energy management, and distribution systems are critical components of modern electric vehicles, encompassing all sectors of the power system through communication control technology. One widely used communication system in electric vehicles is the Controller Area Network (CAN). This research aims to investigate the development of CAN BUS technology, adapted from large trucks, to control the communication system within an ATV electric vehicle using a communication format similar to bus Communication. The communication control system includes several components: the engine switch, headlight, turn signal, emergency light, horn, forward/reverse gear, and accelerator. The system’s communication protocols were developed using MRS Developers Studio version 1.40 software to create the data transmission and reception formats for the vehicle’s components. The communication system employs three PLC 1.033.30B.00 type E control boxes, each with limited analog and digital input/output ports. The sequence of communication control begins with the engine start/stop operation, as the system will not function unless the engine is started first. The headlight operation is processed within the CAN BUS1 control box. Simultaneously, the turn signal and emergency light functions are controlled by CAN BUS1 and displayed on both the CAN BUS2 (front of the vehicle) and CAN BUS3 (rear of the vehicle) control boxes. Additionally, the accelerator function is managed within the CAN BUS2 control box and displayed on the CAN BUS3 control box. However, this operation is contingent upon the forward/reverse gear selection, managed by CAN BUS1 and processed by CAN BUS3. All system operations are designed within the software’s programming paths. The communication system operates using CAN-High and CAN-Low lines, and communication data fields can be monitored using the PCAN-View software version 4.2.1.533. This study demonstrates the feasibility and effectiveness of adapting CAN BUS technology for ATV electric vehicles, providing insights into the integration and control of various vehicular components within a unified communication framework.

Prior to the emergence of alternative energy sources, research on the start-stop system, which shuts down the engine at idle, was rapidly conducted by car manufacturers, in parallel with the growing need for energy-efficient technologies and the tightening of environmental regulations for vehicles. In addition, in order to increase sales as well as convenience and fuel efficiency, car manufacturers are attempting to commercialize start-stop technology by merging it with the generic smart key system. This paper shows a new practical study to evaluate a start/stop system designed specifically for the job. We have built and implemented a complete electronic start-stop mechanism for an aftermarket smart key system that uses an ECU starter and OBD-II interface. In addition to meeting all specified response time thresholds for vehicle status requests, the implemented Start Stop system standardizes the interface with vehicles to reduce the time required to install the Start Stop system on various vehicles. The results of this study highlight the importance of the resting system in terms of reducing fuel consumption, limiting greenhouse gas emissions, and keeping the vehicle engine quiet.

Copyright of Railway Signalling & Communication Engineering is the property of Railway Signalling & Communication Engineering and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Ordnance Industry Automation is the property of Editorial Board for Ordnance Industry Automation and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Automatisierungstechnik is the property of De Gruyter and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Technological advancement of vehicle platforms exposes opportunities for new attack paths and vulnerabilities. Static cyber defenses can help mitigate certain attacks, but those attacks must generally be known ahead of time, and the cyber defenses must be hand-crafted by experts. This research explores reinforcement learning (RL) as a path to achieve autonomous, intelligent cyber defense of vehicle control networks—namely, the controller area network (CAN) bus. We train an RL agent for the CAN bus using Toyota's Portable Automotive Security Testbed with Adaptability (PASTA). We then apply the U.S. Army Combat Capabilities Development Command (DEVCOM) Army Research Laboratory's methodology for quantitative measurement of cyber resilience to assess the agent's effect on the vehicle testbed in a contested cyberspace environment. Despite all defenses having similar traditional performance measures, our RL agent averaged a 90% cyber resilience measurement during drive cycles executed on hardware versus 41% for a naïve static timing defense and 98% for the bespoke timing-based defense. Our results also show that an RL-based agent can detect and block injection attacks on a vehicle CAN bus in a laboratory environment with greater cyber resilience than prior learning approaches (1% for convolutional networks and 0% for recurrent networks). With further research, we believe there is potential for using RL in the autonomous intelligent cyber defense agent concept. [ABSTRACT FROM AUTHOR]

Smart and autonomous vehicles are inseparable parts of the future Intelligent Transportation Systems (ITS). However, ITS components, and especially its vehicles, are prone to cyber threats. Interconnectivity of different parts, ranging from in-vehicle communication of different modules to vehicle and vehicle to infrastructure message exchanges open a window to the cyber attacks launched through these communication media. This paper introduces the concept of stealth virus or worm in smart and autonomous vehicles which can jeopardize the safety of passengers. Stealth attacks are designed to manipulate a system in a way that while the changes are not detectable by human, the system is negatively influenced over the time. A framework for Intrusion Detection System (IDS) is proposed afterward. The proposed IDS structure is scalable and easily deployable on current and future vehicles which are equipped with Controller Area Network (CAN) buses. Through a case study on car cruise control, a new stealth attack is presented. The attack is analytically discussed first. Then, it is shown how the proposed IDS can detect this kind of threats. [ABSTRACT FROM AUTHOR]

The hydraulic system is a key component of intelligent forestry harvesters. In the testing of a forestry harvester, researchers need to analyze the operating efficiency and energy consumption of the forestry harvester based on the pressure and flow rate data in the hydraulic system of the forestry harvester and formulate energy-efficient control strategies. In order to enable researchers to monitor and extract the parameters of the hydraulic system of an intelligent forestry harvester in real time, this paper designs a hydraulic online monitoring system for forestry harvesters based on the LabVIEW 2019 software platform. This system realizes the following functions by reading the CAN (controller area network, a serial communication protocol for multi-host localized networks) bus of the harvester: (1) it collects and stores hydraulic system pressure, flow, and other data and displays the value curve in the system interface in real time, and (2) it monitors the control signals received by the hydraulic system and displays the control signal status and value received by the system interface in real time. This paper used this system to carry out on-site testing of an actual machine, and compared and analyzed the online monitoring data of the hydraulic system and the theoretical pressure data of the main hydraulic valve manifold. The average value of the relative error between the two was 1.65%, and the maximum value of the relative error was 2.75%. The results show that the designed system has good accuracy and stability, and can effectively realize online monitoring of the working status of the hydraulic system of forestry harvesters during their operation. [ABSTRACT FROM AUTHOR]

Connected and Autonomous Vehicles (CAVs) expect to dramatically improve road safety and efficiency of the transportation system. However, CAVs can be vulnerable to attacks at different levels, e.g., attacks on intra-vehicle networks and inter-vehicle networks. Those malicious attacks not only result in loss of confidentiality and user privacy but also lead to more serious consequences such as bodily injury and loss of life. An intrusion detection system (IDS) is one of the most effective ways to monitor the operations of vehicles and networks, detect different types of attacks, and provide essential information to mitigate and remedy the effects of attacks. To ensure the safety of CAVs, it is extremely important to detect various attacks accurately in a timely fashion. The purpose of this survey is to provide a comprehensive review of available machine learning (ML) based IDS for intra-vehicle and inter-vehicle networks. Additionally, this paper discusses publicly available datasets for CAV and offers a summary of the many current testbeds and future research trends for connected vehicle environments. [ABSTRACT FROM AUTHOR]

The importance of vehicle security has increased in recent years in the automotive field, drawing the attention of both the industry and academia. This is due to the rise in cybersecurity threats caused by (1) the increase in vehicle connectivity schemes, such as the Internet of Things, vehicle-to-x communication, and over-the-air updates, and (2) the increased impact of such threats because of the added functionalities that are controlled by vehicle software. These causes and threats are further amplified in autonomous vehicles, which are generally equipped with more electronic control units (ECUs) that are connected through controller area networks (CANs). Due to the holistic nature of CANs, attacks on the networks can affect the functionality of all vehicle ECUs and the whole system. This can lead to a breach of privacy, denial of services, alteration of vehicle performance, and exposure to safety threats. Although cryptographic encryption and authentication algorithms and intrusion detection systems (IDS) are currently being used to detect and prevent CAN bus attacks, they have certain limitations. Therefore, this study proposed a mitigation scheme that can detect and prevent such attacks at the ECU level, which could address the limitations of existing algorithms. This study proposed the usage of a secure boot scheme to detect and prevent the execution of malicious codes, as the presence of one or more ECUs with a malicious code is the root cause of most CAN bus attacks. Secure boot schemes apply cryptographic data integrity algorithms to ensure that only authentic and untampered software can run on the vehicle's ECUs. The selection of an appropriate cryptographic algorithm is important because it affects the secure boot schemes' security level and performance. Therefore, this study also tested and compared the performance of the proposed secure boot scheme with five different data security algorithms implemented using the hardware security module (HSM) of the TC399 32-bit AURIX™ TriCore™ microcontroller through an electric autonomous vehicle's control unit. The tests showed that the two most favorable schemes with the selected hardware are the secure boot scheme with the cipher-based message authentication code (CMAC), because it possesses the highest performance with an execution rate of 26.07 (ms/MB), and the secure boot scheme with the elliptic curve digital signature algorithm (ECDSA), because it provides a higher security level with an acceptable compromise in speed. This study also introduced and tested a novel variation of the ECDSA algorithm based on the CMAC algorithm, which was found to have a 19% performance gain over the standard ECDSA-based secure boot scheme. [ABSTRACT FROM AUTHOR]

We present CertiCAN, a tool produced using the Coq proof assistant and based on the Prosa library for the formal verification of CAN analysis results. Result verification is a process that is lightweight and flexible compared to tool verification. Indeed, the formal verification of an industrial analyzer needs access to the source code, requires the proof of many optimizations or implementation tricks and new proof effort at each software update. In contrast, CertiCAN only relies on the result provided by such a tool and remains independent of the tool itself or its updates. Furthermore, it is usually faster to check a result than to produce it. All these reasons make CertiCAN a practical choice for industrial purposes. CertiCAN is based on the formal verification and combined use of two well-known CAN analysis techniques completed with additional optimizations. Experiments demonstrate that CertiCAN is computationally efficient and faster than the underlying combined analysis. It is able to certify the results of RTaW-Pegase, an industrial CAN analysis tool, even for large systems. This result paves the way for a broader acceptance of formal tools for the certification of real-time systems analysis results. [ABSTRACT FROM AUTHOR]

In the intelligent connected age, CAN bus transmission faces the urgent demand of light weighted security encryption.Based on this, a fast response and high security CAN bus data encryption method was proposed.Since the 64 bit CAN packets were sent periodically, an online-offline block encryption algorithm coupled with message transmission cycle was proposed.In offline phase, the dynamic session key was generated by using advanced encryption standard.In online phase, the dynamic session key was used to quickly respond to encryption and decryption requests.The online computation delay was greatly reduced by the pre-encryption computation in offline phase, which helped achieving low latency and lightweight computation.At the same time, the ciphertext policy attribute based encryption was used to encrypt the block cipher.The access control policy made by the data sending OBU ensures that only the target OBU can decrypt the block cipher, so as to achieve targeted encryption.

In line with the context of Industry 4.0, forestry, and in particular the entire ecosystem around it, also needs digitalization solutions in order to allow better interaction between all agents that work and live from the forest. It is important for a better management of forest resources allowing productivity gains, more sustainability and resilience. One of the agents that can benefit, but also contribute to better forestry, are machine producers. With digitalization, the machinery is now equipped with new and better sensors that can be used not only for machine operations but also for forest management, through LiDAR (Light Detection And Ranging) or RGB (Red, Green, Blue) cameras for example. On the other hand, there are new needs for predictive maintenance or solutions for remote assistance of machines operating in the forest, typically in isolated areas with great limitations in access to communications. Thinking about these technological challenges, this work seeks to provide answers with communication solutions in forest machines, enabling the digitalization of functionalities, also allowing remote access to machine controllers in order to provide them with connectivity in an IIoT (Industrial Internet of Things) scenarios. New hardware modules designed in partnership and according to the prerequisites of a forest machine manufacturer are presented. These modules are a step towards digitizing the machines and opening up the scalability of new requirements, as well as remote access through additional gateways. The results already obtained in real scenarios show that these modules can be a concrete solution for the current and emerging needs of industrial machine manufacturers.

The paper presents an experimental stand for testing the front car camera S-CAM with embedded image recognition systems. The camera sends CAN messages these are converted to USART messages by microprocessor based system. The messages are interpreted by MATLAB script on the basis of database of traffic signs in accordance with Polish Road Code. The testing stand is mainly aimed for educating students interested in the fields of electronics and technologies related to automotive branch, as well. The second objective is a research on efficiency of traffic sign recognition system being one of functionalities of S-CAM camera. The technical specification of testing stand, its functionality and limitations were also discussed. The bench operation was illustrated with examples of stiff images, animation and real movies.