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It is essential to note that cybersecurity threats not only arise from inherent protocol defects but also consider software implementation vulnerabilities.

UNECE R155 explicitly references ISO/SAE 21434 and mandates a certified cybersecurity management system (CSMS) as a prerequisite for automotive manufacturers to achieve vehicle type approval and sell new vehicle types. ...However, the gap in the CSMS framework is a lack in a standardized system that provides guidance and common criteria for automakers to measure a vehicle’s level of compliance and compute a publicly accepted cybersecurity rating. To help establish increased consumer confidence, OEMs and smart mobility stakeholders could take additional proactive steps to ensure the safety and security of their products. ...This paper addresses the above requirement and discusses the cybersecurity rating framework (CSRF) that could establish a framework for rating vehicle cybersecurity by standardizing the measurement criteria, parameter vectors, process, and tools.

This paper gives a definition of the SDV concept, provides views from different aspects, discusses the progress in vehicle E/E architecture, especially zone-based architecture with centralized computation, and various technologies including High-Performance Computing (HPC) platform, standardized vehicle software architecture, advanced onboard communication, Over-The-Air (OTA) update, and cybersecurity etc. that collectively enable the realization of SDV.

Since the early 1990’s, commercial vehicles have suffered from repeated vulnerability exploitations that resulted in a need for improved automotive cybersecurity. This paper outlines the strategies and challenges of implementing an automotive Zero Trust Architecture (ZTA) to secure intra-vehicle networks. ...This research successfully met the four requirements and demonstrated that using ZT principles in an on-vehicle network greatly improved the cybersecurity posture with manageable impact to system performance and deployment.

Hyliion shifts focus from propulsion to power generation Prime power and EV charging are two areas that can benefit from the Karno linear generator beginning later this year. Intensifying pursuit of autonomous trucks Daimler Truck and Torc have established a clear roadmap that brings SAE level 4 trucks to the U.S. market by 2027. Commercial-truck EV fleets slow to grow Even for the largest players, the underdeveloped charging ecosystem is hampering commercial-truck fleets' electrification efforts.

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Headliners from Las Vegas Big reveals abounded at the triennial CONEXPO trade show. Following are some of the most notable unveilings from the desert. Cat doubles down on diesel with new C13D platform Deere pursues electric construction machines and charging infrastructure JCB debuts clean-sheet hydrogen combustion engine Volvo CE unveils electric asphalt compactor, announces NA arrival of L350H loader Honda reveals next-gen Autonomous Work Vehicle Deere 3D-prints fuel valves for tractors HP's binder jetting technology and GKN's manufacturing expertise helped John Deere realize its first 3D-printed metal part for mass production. Returning to the SAE presidency for 2023 Setting a "prudently aggressive" mindset in advancing SAE's goals in the mobility ecosystem.

This exercise confirms the necessity of a more restrictive cybersecurity posture in automotive peripherals with access to critical systems, in particular VDAs, and especially when such peripherals present a wireless interface.

But unfortunately, automotive cybersecurity researchers hardly produce a comprehensive detection method due to the confidential nature of Controller Area Network (CAN) DBC format files, which is a standard long maintained by car manufacturers.

The new generation vehicles these days are managed by networked controllers. A large portion of the networks is planned with more security which has recently roused researchers to exhibit various attacks against the system. This paper talks about the liabilities of the Controller Area Network (CAN) inside In-vehicle communication protocol and a few potentials that could take due advantage of it. Moreover, this paper presents a few security measures proposed in the present examination status to defeat the attacks. In any case, the fundamental objective of this paper is to feature a comprehensive methodology known as Intrusion Detection System (IDS), which has been a significant device in getting network data in systems over many years. To the best of our insight, there is no recorded writing on a through outline of IDS execution explicitly in the CAN transport network system.

Using a wireless medium for tractor-trailer communication will bring new cybersecurity challenges and requirements which requires new development and lifecycle considerations.

CAN bus network proved to be efficient and dynamic for small compact cars as well as heavy-duty vehicles (HDV). However, HDVs are more susceptible to malicious attacks due to lack of security in their intra-vehicle communication protocols. SAE proposed a new standard named J1939-91C for CAN-FD networks which provides methods for establishing trust and securing mutual messages with optional encryption. J1939-91C ensures message authenticity, integrity, and confidentiality by implementing complex cryptographic operations including hash functions and random key generation. In this paper, the three main phases of J1939-91C, i.e., Network Formation, Rekeying, and Message Exchange, are simulated and tested on Electronic Control Units (ECUs) supporting CAN-FD network. Numerous test vectors were generated and validated to support SAE J1939-91C. The mentioned vectors were produced by simulating different encryption and hashing algorithms with variable message and key lengths.

The lack of inherent security controls makes traditional Controller Area Network (CAN) buses vulnerable to Machine-In-The-Middle (MitM) cybersecurity attacks. Conventional vehicular MitM attacks involve tampering with the hardware to directly manipulate CAN bus traffic.

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As a result of the ever-increasing application of cyber-physical components in the automotive industry, cybersecurity has become an urgent topic. Adapting technologies and communication protocols like Ethernet and WiFi in connected vehicles yields many attack scenarios. ...Consequently, ISO/SAE 21434 and UN R155 (2021) define a standard and regulatory framework for automotive cybersecurity, Both documents follow a risk management-based approach and require a threat modeling methodology for risk analysis and identification. ...Initially, we transform cybersecurity guidelines to attack trees, and then we use their formal interpretations to assess the vehicle’s design.

eAxles gain traction OEMs are developing and testing axles with integrated electric powertrains to electrify trucks of all sizes. Securing CAN networks in commercial vehicles A CAN transceiver with built-in security functions can avoid the complexity of end-to-end security solutions that are especially hard to implement on CVs. Electrification is the future for defense vehicles Despite infrastructure challenges, electrified and automated military vehicles will save fuel and lives, said Allison's VP of Defense Programs at SAE COMVEC 2022. Editorial Hiring talent to meet high-tech demands Allison's now open for hydrogen testing Electrification's impact on commercial-vehicle chassis design Harbinger prepares to enter commercial market with novel eAxle ZF, Freudenberg developing integrated 'Powerpack' fuel cell and e-drive Freightliner's medium-duty makeover for M2 and SD models Toyota's hydrogen fuel-cell powertrain provides an electrifying ride

This document describes a set of recommended actions to take to increase the likelihood of safe vehicle operation when a device (external test equipment, data collection device, etc.) whose normal operation has been compromised by a source external to the vehicle is connected to the vehicle’s diagnostic system. The term “diagnostic system” is intended to be a generic way to reference all the different ways that diagnostic commands might be injected into the system. The guidance in this document is intended to improve security without significantly impacting the ability for franchised dealer or independent aftermarket external test tools to perform legitimate diagnosis and maintenance functions. The goal is that intrusive services are only allowed to be performed when the vehicle is in a Safe State such that even if the intrusive service were to be initiated with adversarial intent the consequences of such a service would still be acceptable.

The flexible data rate capability in CAN (commonly called CAN FD) is implemented as a transport layer in order to allow for functional safety, cybersecurity, extended transport capability, and backward compatibility with SAE J1939DA.

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Abstract Vehicular communications face unique security issues in wireless communications. While new vehicles are equipped with a large set of communication technologies, product life cycles are long and software updates are not widespread. The result is a host of outdated and unpatched technologies being used on the street. This has especially severe security impacts because autonomous vehicles are pushing into the market, which will rely, at least partly, on the integrity of the provided information. We provide an overview of the currently deployed communication systems and their security weaknesses and features to collect and compare widely used security mechanisms. In this survey, we focus on technologies that work in an ad hoc manner. This includes Long-Term Evolution mode 4 (LTE-PC5), Wireless Access in Vehicular Environments (WAVE), Intelligent Transportation Systems at 5 Gigahertz (ITS-G5), and Bluetooth.