do not consider the possible performance impact caused by standardized vehicle application layer protocols such as SOME/IP. However, the Ethernet ends of the routing mechanisms proposed by Trong Yen Lee et al. The results show that the transmission time of the CAN message from the ECU to the gateway accounts for the largest proportion of time taken in the entire routing process. The routing method is divided into a direct routing mechanism and an indirect routing mechanism according to the integrated message authentication method in the routing process, and the routing performance is measured and evaluated. propose a routing method between Ethernet and CAN/CANFD in. The results show that the FPGA-based gateway system has suitable latency and power consumption characteristics. This mechanism is to be integrated into a gateway system built with FPGA in cyber security protection is created by adding message authentication to the routing process. propose a routing mechanism between Ethernet and FlexRay. In recent years, with the development of automotive EEA, the number of studies on in-vehicle gateways and routing mechanisms has gradually increased. An example of a hybrid gateway and domain controller topology is shown in Figure 1. These are the traditional CAN gateway using the CAN network as the backbone, the Ethernet gateway with Ethernet as the backbone network, and the CAN/Ethernet hybrid gateway. According to the advanced nature of the vehicle network architecture, three types of gateways exist in the vehicle network. The executive unit of the routing mechanism is usually an in-vehicle gateway or a domain controller that maintains a routing table, including the CAN-ID, IP address, transmission priority, and other information. Unlike the routing mechanism in the Internet field, which is divided into multiple layers, the in-vehicle network routing mechanism usually contains only one or two layers, and its main tasks are unpacking messages, packaging messages, and finding source and destination addresses to support mutual communication between ECUs. The communication of ECUs using different protocols in the vehicle heterogeneous network requires the support of the routing mechanism. Although the major manufacturers incorporate different design details, few have questioned the developing trend of EEA with the core concept of centralization across the domain and entire vehicle. Recently, pioneering vehicle companies such as Tesla have taken the lead in launching domain-centralized EEA, proving its huge potential for reducing vehicle manufacturing costs, promoting the development of autonomous driving and vehicle-to-X (V2X), etc. The rapid increase in the number of ECUs has not only led to an increase in the wiring harness and assembly costs but has also prevented automobiles from completing rapid iterations and thereby keeping pace with the development of information technology. Some luxury cars now have even more than 100 ECUs. However, with the continuous upgrading of vehicle electronics, the number of ECUs in a vehicle has experienced an enormous increase. For example, the Audi A8 had only five ECUs in 1993. The traditional automotive electrical/electronic architecture (EEA) is a distributed control architecture that has been applied for decades with a small number of electronic control units (ECUs). The results show that the designed gateway can ensure a CAN/CANFD to SOME/IP protocol conversion with a low system resource overhead and a low latency while effectively resisting hacker attacks such as frame forgery, tampering, and sniffing. Considering the security protection provided by the security scheme, this overhead is worthwhile. The latency caused by the security scheme accounts for about 25% of the entire protocol conversion latency. Devices running a Linux operating system can easily bear such a system resource overhead. Under most operating conditions, the CPU and the RAM usage are less than 5% and 20 MB, respectively. Based on NXP-S32G, the designed gateway is implemented and evaluated. Against this background, a gateway for CAN/CAN with flexible data-rate (CANFD) to scalable service-oriented middleware over IP (SOME/IP) protocol conversion is designed, and security schemes are implemented in the routing process to provide integrity and confidentiality protections.
Additionally, the existence of networked devices exposes automobiles to cyber security threats. To exchange data between controller area network (CAN) and Ethernet, a gateway system is required to provide a communication interface. In recent years, Ethernet has been introduced into vehicular networks to cope with the increasing demand for bandwidth and complexity in communication networks.
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