METHOD FOR IMPROVING THE EFFICIENCY OF SECURE VEHICLE-TO-ALL (V2X) POWER COMMUNICATION

Abstract

A system for improving the efficiency of vehicle-to-everything (V2X) power communication includes transmitting and receiving vehicles. Sensors gather information about the transmitting and receiving vehicles, as well as environmental information about their surroundings. Each vehicle has a controller that runs an EVSC (V2X Power Communication Enhancement Controller) application. The EVSC receives information from the sensors about the vehicle and its environment, which it transmits and receives.The EVSC actively and continuously employs an SSA (Sparse Signing Approach) section and a CPA (Chained Packet Approach) section to monitor bandwidth and computing resource usage for sending and receiving vehicle and environment information, and to actively and continuously reduce bandwidth and computing resource usage from a first level to a second level that is lower than the first level, while ensuring the security of V2X communication.

Description

INTRODUCTION

[0001] This disclosure relates to vehicle-to-everything (V2X) communication and, in particular, to methods for improving the efficiency of secure V2X communication. Current V2X communication and hardware standards are designed for a predefined amount of protected communication throughput. Furthermore, as advanced driver assistance systems (ADAS) become increasingly prevalent, the amount of data transmitted over V2X networks that needs to be protected also increases. Consequently, the communication throughput increases with the growing use of the V2X network.

[0002] While current systems and procedures for sending and receiving data in V2X networks serve their purpose, there is a need for a new and improved system and method to increase the efficiency of secure V2X communication while maintaining or improving the security of data transmitted in such V2X networks, while maintaining or improving ADAS functionality, improving V2X throughput, and improving the user experience without increasing system complexity or latency. SUMMARY

[0003] According to several aspects of the present disclosure, a system for improving the efficiency of vehicle-to-everything (V2X) power communication comprises one or more transmitting vehicles and one or more receiving vehicles. The system further comprises one or more sensors that acquire vehicle information about the transmitting and receiving vehicles and environmental information about the surroundings of the one or more transmitting and receiving vehicles. Each of the one or more transmitting and one or more receiving vehicles has a controller. The controller comprises a processor, memory, and one or more input / output (I / O) ports, the I / O ports being connected to the one or more sensors. The memory stores programmatic control logic.The processor executes the programmatic control logic, including an application for improving V2X power communication (EVSC). The EVSC comprises at least a first, second, third, and fourth control logic. The first control logic receives information about the vehicle and its environment from one or more sensors, which is then sent and received. The second control logic activates a Sparse Signing Approach (SSA) section of the EVSC. The third control logic activates a Chained Packet Approach (CPA) section of the EVSC. The fourth control logic actively and continuously activates the SSA and CPA sections to monitor bandwidth and computing resource usage and to actively and continuously reduce bandwidth and computing resource usage from a first level to a second level below the first, while ensuring the security of the V2X communication.

[0004] In an additional aspect of the present disclosure, the first control logic further comprises control logic for obtaining vehicle telematics information, including speed, location, altitude, bandwidth usage, and the use of computing resources from sensors, including sensors located on the one or more transmitting vehicles and on the one or more receiving vehicles. The first control logic further comprises control logic for retrieving traffic information, information about road conditions and road surfaces, weather information, and position information from sensors, including sensors in the infrastructure (including Global Positioning System (GPS) satellites), cell towers, and traffic signal transmitters.

[0005] In yet another aspect of the present disclosure, the second control logic further comprises a control logic for identifying regular V2X messages, including: vehicle course, vehicle speed, vehicle location and vehicle height; and a control logic for identifying V2X intermediate messages, including messages from autonomous applications, including ADAS (Advanced Driver Assistance System) communication.

[0006] In yet another aspect of the present disclosure, regular V2X messages are sent and received at a regular and periodic standard message interval, and intermediate messages are sent and received at a higher frequency than the standard message interval.

[0007] In yet another aspect of the present disclosure, the second control logic further comprises a control logic for securely signing regular V2X messages and a control logic for selectively signing V2X intermediate messages by: tracking the behavior of sending and receiving vehicles by actively and continuously monitoring the V2X intermediate messages and, when it is determined that a dramatic dynamic change is occurring or that a special command has been sent, securely signing the V2X intermediate messages that correspond to the dramatic dynamic change or the special command.

[0008] In yet another aspect of the present disclosure, the second control logic further comprises a control logic that causes receiving vehicles to track and generate predictions about transmitting vehicles since receiving a previous securely signed V2X message. Upon receiving an unsecured V2X message, the second control logic verifies the information contained in the unsecured V2X message by comparing the information in the unsecured V2X message with the predictions, and upon finding that the unsecured V2X message matches the predictions, the second control logic increases a confidence level from a first level to a second level that is higher than the first level. Confidence levels define the ASIL (Automotive Safety Integrity Level) ratings.The receiving vehicle signs and secures unsecured V2X messages with ASIL ratings that are equal to or greater than a threshold ASIL rating.

[0009] In yet another aspect of the present disclosure, a basic threshold ASIL rating of ASIL-B is provided; and the threshold ASIL rating is selectively modified based on vehicle information about the transmitting and receiving vehicles, as well as environmental information including traffic information, road condition and road surface information, weather information, and position information.

[0010] In yet another aspect of the present disclosure, the third control logic further comprises a control logic that causes receiving vehicles to buffer unsigned V2X intermediate messages received between a signed regular V2X message and a signed subsequent regular V2X message; and a control logic that causes sending vehicles to append a hash of each V2X message to subsequent V2X messages within an interval between the signed regular V2X message and the signed subsequent regular V2X message.

[0011] In yet another aspect of the present disclosure, the third control logic further comprises a control logic that verifies unsigned V2X intermediate messages based on a valid signature of the subsequent regular V2X message and a hash of the signed subsequent regular V2X message; and a control logic that batch-authenticates one or more unsigned V2X messages in the interval via the hash of the signed subsequent regular V2X message.

[0012] In yet another aspect of the present disclosure, the EVSC operates actively and continuously while the receiving vehicle is in operation; and the SSA and CPA sections run selectively to actively and continuously reduce bandwidth and computing resource usage from the first level to the second level by: executing the control logic to operate the SSA when the quantity of V2X messages sent and received within a predefined time period is equal to or less than a predetermined threshold; and executing the control logic to operate the CPA while the quantity of V2X messages sent and received within the predefined time period is greater than the predetermined threshold.

[0013] In yet another aspect of the present disclosure, the EVSC operates actively and continuously while the receiving vehicle is in operation; and the SSA and CPA sections run selectively to actively and continuously reduce bandwidth and computing resource utilization from the first level to the second level by: executing the control logic to operate the SSA section to manage V2X messages identified as urgent by the ASIL ratings of the V2X messages sent and received within a predefined time period; and executing the control logic to operate the CPA section to manage V2X messages identified as non-urgent by the ASIL ratings of the V2X messages sent and received within the predefined time period.

[0014] According to several other aspects of the present disclosure, a method for improving the efficiency of vehicle-to-everything (V2X) power communication comprises acquiring vehicle information about one or more transmitting vehicles and one or more receiving vehicles via one or more sensors, as well as acquiring environmental information about the environment of the one or more transmitting vehicles and the one or more receiving vehicles. Each of the one or more transmitting vehicles and the one or more receiving vehicles has a control unit comprising a processor, memory, and one or more input / output (I / O) ports. The I / O ports are connected to the one or more sensors. The memory stores programmatic control logic. The processor executes the programmatic control logic, including an application for improving V2X power communication (EVSC).The EVSC includes control logic to: obtain vehicle information about the sending and receiving vehicles as well as environmental information from one or more sensors, activate an SSA (Sparse Signing Approach) section of the EVSC, activate a CPA (Chained Packet Approach) section of the EVSC, and actively and continuously activate the SSA and CPA sections to monitor bandwidth and computing resource usage and to actively and continuously reduce bandwidth and computing resource usage from a first level to a second level that is lower than the first level, while ensuring the security of V2X communication.

[0015] In an additional aspect of the present disclosure, the method further comprises obtaining vehicle telematics information, including speed, location, altitude, bandwidth usage, and computing resource usage, from sensors, including sensors located on the one or more transmitting vehicles and on the one or more receiving vehicles, and obtaining traffic information, road condition and road surface information, weather information, and position information from sensors, including sensors on the infrastructure, including Global Positioning System (GPS) satellites, mobile phone masts, and traffic signaling devices.

[0016] In yet another aspect of the present disclosure, the method further comprises identifying regular V2X messages, including: vehicle course, vehicle speed, vehicle location and vehicle height; identifying V2X intermediate messages, including messages from autonomous applications, including: advanced driver assistance system (ADAS) communication; and sending and receiving regular V2X messages at a standard message interval that is regular and periodic, and sending and receiving V2X intermediate messages at a higher frequency than the standard message interval.

[0017] In yet another aspect of the present disclosure, the method further comprises the secure signing of regular V2X messages and the selective secure signing of V2X intermediate messages by: tracking the behavior of sending and receiving vehicles by actively and continuously monitoring the V2X intermediate messages; and when it is determined that a dramatic dynamic change is occurring or that a special command has been sent, securely signing the V2X intermediate messages that correspond to the dramatic dynamic change or the special command.

[0018] In yet another aspect of the present disclosure, the method further involves causing the receiving vehicles to track the sending vehicles since receiving a previous securely signed V2X message and to make predictions about them. Upon receiving an unsecured V2X message, the method verifies the information contained in the unsecured V2X message by comparing the information in the unsecured V2X message with the predictions.After determining that the unsecured V2X message matches the predictions, the procedure increases the confidence level from a first level to a second level that is higher than the first level. Confidence levels are defined by Automotive Safety Integrity Level (ASIL) ratings. The receiving vehicle signs and secures unsecured V2X messages with ASIL ratings equal to or greater than a threshold ASIL rating. A basic threshold ASIL rating is ASIL B. The procedure further includes selectively changing the threshold ASIL rating based on vehicle information about the sending and receiving vehicles, as well as environmental information, including traffic information, road condition and surface information, weather information, and position information.

[0019] In yet another aspect of the present disclosure, the method further comprises causing receiving vehicles to buffer unsigned V2X intermediate messages received between a signed regular V2X message and a signed subsequent regular V2X message; and causing sending vehicles to append a hash of each V2X message to subsequent V2X messages within an interval between the signed regular V2X message and the signed subsequent regular V2X message. The method further comprises verifying unsigned V2X intermediate messages based on a valid signature of the subsequent regular V2X message and a hash of the signed subsequent regular V2X message, and batch-authenticating one or more unsigned V2X messages within the interval using the hash of the signed subsequent regular V2X message.

[0020] In yet another aspect of the present disclosure, the method further comprises the active and continuous operation of the EVSC while the receiving vehicle is in operation; and the selective execution of the SSA and CPA sections to actively and continuously reduce bandwidth and computing resource usage from the first level to the second level by: executing the SSA when the quantity of V2X messages sent and received within a predefined time period is equal to or less than a predetermined threshold; and executing the CPA while the quantity of V2X messages sent and received within the predefined time period is greater than the predetermined threshold.

[0021] In yet another aspect of the present disclosure, the method further comprises the active and continuous operation of the EVSC while the receiving vehicle is in operation; and the selective execution of the SSA and CPA sections to actively and continuously reduce bandwidth and computing resource utilization from the first level to the second level by: executing the SSA section to manage V2X messages identified as urgent by the ASIL ratings of the V2X messages sent and received within a predefined time period; and executing the CPA section to manage V2X messages identified as non-urgent by the ASIL ratings of the V2X messages sent and received within the predefined time period.

[0022] In several additional aspects of the present disclosure, a method for improving the efficiency of vehicle-to-everything (V2X) power communication includes acquiring vehicle information about one or more transmitting vehicles and one or more receiving vehicles via one or more sensors, as well as acquiring environmental information about the environment of the one or more transmitting vehicles and the one or more receiving vehicles. Each of the one or more transmitting vehicles and the one or more receiving vehicles has a controller. The controller includes a processor, memory, and one or more input / output (I / O) ports. The I / O ports are connected to the one or more sensors. The memory stores programmatic control logic. The processor executes the programmatic control logic.including an application for improving V2X electric vehicle traffic control (EVSC). The EVSC includes control logic to obtain vehicle telematics information from one or more sensors, including speed, location, altitude, bandwidth usage, and sensor computing resource usage, including sensors located on the one or more transmitting vehicles and on the one or more receiving vehicles. The EVSC further includes control logic to retrieve traffic information, road condition and surface information, weather information, and position information from sensors, including infrastructure sensors, including Global Positioning System (GPS) satellites, cell towers, and traffic signal transmitters. The EVSC further includes control logic to activate a Sparse Signing Approach (SSA) segment of the EVSC.Comprehensive: Identifying regular V2X messages, including vehicle course, vehicle speed, vehicle location, and vehicle height; identifying V2X intermediate messages, including messages from autonomous applications and advanced driver assistance system (ADAS) communications; sending and receiving regular V2X messages at a standard message interval that is regular and periodic, and sending and receiving V2X intermediate messages at a higher frequency than the standard message interval; securely signing regular V2X messages and selectively securely signing V2X intermediate messages by: tracking the behavior of sending and receiving vehicles through active and continuous monitoring of V2X intermediate messages. If a dramatic dynamic change is detected, or if a special command has been sent, the V2X intermediate messages are...Those corresponding to the dramatic dynamic change or the specific command are securely signed, and the receiving vehicles are prompted to track and generate predictions about the sending vehicles since a previous securely signed V2X message was received. Upon receiving an unsecured V2X message, the SSA section of the EVSC verifies the information contained in the unsecured V2X message by comparing the information in the unsecured V2X message with the predictions. If the unsecured V2X message is found to match the predictions, the SSA section of the EVSC increases the confidence level from a first level to a second level that is higher than the first. Confidence levels define the ASIL (Automotive Safety Integrity Level) ratings. The receiving vehicle signs and secures unsecured V2X messages with ASIL ratings.that are equal to or greater than a threshold ASIL rating. A base threshold ASIL rating is ASIL-B. The SSA section of the EVSC further includes control logic for selectively changing the threshold ASIL rating based on vehicle information about the sending and receiving vehicles, as well as environmental information including: traffic information, road condition and surface information, weather information, and position information. The EVSC further includes control logic for enabling a CPA (Chained Packet Approach) section of the EVSC, comprising: control logic that causes receiving vehicles to buffer unsigned V2X intermediate messages received between a signed regular V2X message and a signed subsequent regular V2X message, and that causes sending vehicles toThe EVSC appends a hash of each V2X message to subsequent V2X messages within an interval between the signed regular V2X message and the signed subsequent regular V2X message. The CPA section of the EVSC further includes control logic to verify unsigned intermediate V2X messages based on a valid signature of the subsequent regular V2X message and a hash of the signed subsequent regular V2X message, and to batch authenticate one or more unsigned V2X messages within the interval above the hash of the signed subsequent regular V2X message. The EVSC further includes control logic to actively and continuously enable the EVSC to monitor bandwidth and computing resource usage and to actively and continuously reduce bandwidth and computing resource usage while ensuring the security of V2X communication.While the receiving vehicle is in operation, the EVSC selectively executes the SSA and CPA sections to actively and continuously reduce bandwidth and computing resource usage from a first level to a second level that is lower than the first level. This is achieved by executing the SSA when the quantity of V2X messages sent and received within a predefined period is equal to or below a predetermined threshold, and by executing the CPA when the quantity of V2X messages sent and received within the predefined period exceeds the predetermined threshold. The EVSC further includes control logic for selectively executing the SSA and CPA sections to actively and continuously reduce bandwidth and computing resource usage from the first level to the second level. This is achieved by executing the SSA section to manage V2X messages.which are identified as urgent by the ASIL classifications of V2X messages sent and received within a predefined time period; and executing the CPA section to manage V2X messages that are identified as non-urgent by the ASIL classifications of V2X messages sent and received within the predefined time period.

[0023] Further areas of application will become apparent from the present description. It is understood that the description and the specific examples serve only for illustration and are not intended to limit the scope of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The drawings described here are for illustrative purposes only and are not intended to limit the scope of the present disclosure in any way. Fig. Figure 1 is a schematic diagram of a system for improving the efficiency of secure vehicle-to-everything (V2X) power communication according to an exemplary embodiment; Fig. Figure 2 is a graphical representation of a series of V2X messages transmitted over time by a system for improving the efficiency of secure V2X power communication according to an exemplary embodiment; Fig. Figure 3 is a graphical representation of a series of V2X messages transmitted during a single exemplary signing period of the system for improving the efficiency of secure V2X stream communication according to an exemplary embodiment; Fig. Figure 4 is a flowchart of a method for improving the efficiency of secure V2X power communication according to an exemplary embodiment. DETAILED DESCRIPTION

[0025] The following description is merely exemplary and is not intended to limit the present disclosure, application or use.

[0026] Referring to Fig. Figure 1 is a schematic representation of a system 10 for improving the efficiency of secure vehicle-to-everything (V2X) power communication. The system 10 comprises one or more vehicles 12, a back-office or cloud computing server 14, and may further include infrastructure such as one or more cell towers 16, global positioning system (GPS) satellites 17, traffic signaling devices (not specifically shown), and the like. Although the vehicle 12 shown is a passenger car, the vehicle 12 may be any of a range of vehicle types 12 without this altering the scope or intent of this disclosure. The vehicle 12 may be any of a range of vehicles, e.g.,Passenger cars, trucks, SUVs, buses, semi-trailer trucks, tractors used in agriculture or construction or the like, watercraft, aircraft such as airplanes or helicopters, or similar. More precisely, the system 10 comprises at least two vehicles 12, e.g., a receiving vehicle and one or more transmitting vehicles 12', 12".

[0027] The one or more vehicles 12, 12', 12" and the cloud computing server 14 each comprise one or more controllers 18. The controllers 18 are non-general-purpose electronic controllers with a pre-programmed digital computer or processor 20, a non-transitory computer-readable medium or memory 22 used to store data such as control logic, software applications, instructions, computer code, data, lookup tables, etc., and a transceiver or input / output (I / O) ports 24. Computer-readable media includes all types of media that a computer can access, such as read-only memory (ROM), random-access memory (RAM), hard disk drive, compact disc (CD), digital video disc (DVD), or any other type of storage.A “non-transient” computer-readable memory 22 excludes wired, wireless, optical, or other communication links that carry transient electrical or other signals. A non-transient computer-readable memory 22 includes media on which data can be stored permanently and media on which data can be stored and later overwritten, such as a rewritable optical disc or an erasable storage device. Computer code includes all types of program code, including source code, object code, and executable code. The processor 20 is configured to execute the code or instructions. In vehicles 12, the controller 18 can be a dedicated Wi-Fi controller or an engine control module, a transmission control module, a body control module, an infotainment control module, etc.The I / O ports 24 are configured to communicate wirelessly via WLAN protocols according to IEEE 802.11x, cellular protocols such as Global System for Mobile Communications (GSM), Code Division Multiple Access (CDMA), Wireless in Local Loop (WLL), General Packet Radio Services (GPRS), 1G, 2G, 3G, 4G Long Term Evolution (LTE), 5G or similar.

[0028] The memory 22 can store one or more applications 26. An application 26 is a software program configured to perform a specific function or set of functions. The application 26 can comprise one or more computer programs, software components, instruction sets, processes, functions, objects, classes, instances, associated data, or a portion thereof, suitable for implementation in appropriate machine-readable program code. The applications 26 can be stored in the memory 22 of the onboard controllers 18 in the vehicles 16 or in additional or separate memory, such as memory 22 of a cloud computing device like the cloud computing server 14. Examples of applications 26 include audio or video streaming services, games, browsers, social media, and an application for improving the efficiency of secure V2X power communication 28.For the sake of simplicity and clarity, the application for improving the efficiency of V2X power communication 28 will be referred to below as the application for improving the efficiency of V2X power communication (EVSC) 30.

[0029] The vehicles 12 collect operational data from a variety of sources, including, but not limited to, one or more sensors 31 attached to the vehicles 12, and collect information about the vehicle 12, including telematics and communication data of the vehicle 12, such as the speed of the vehicle 12, information about the location of the vehicle 12, the altitude of the vehicle 12, information about the use of the communication bandwidth of the vehicle 12, information about the use of the computing resources of the vehicle 12, and the like. In further examples, the vehicles 12 collect environmental data about the surroundings of the one or more vehicles 12, such as information about traffic conditions, road conditions and road surfaces, weather information, and the like from sources with remote sensors 31, such as...Sensors 31 of the infrastructure, including GPS satellites 17, mobile phone masts 16, traffic signal systems (not specifically shown) and similar.

[0030] In many ways, vehicle-to-everything (V2X) transmissions are becoming increasingly ubiquitous in modern vehicles. Because the data sent and received via V2X transmissions often includes safety-related data, standardized safety protocols, such as IEEE 1609.2, are used for V2X transmissions. While WAVE (Wireless Access in Vehicular Environments) safety services also support the generation of secure data payloads, securing the data payload is often time-consuming and computationally complex. While some types of messages, such as Basic Safety Messages (BSMs), can be conveniently transmitted using WAVE or similar methods due to the need to transmit a maximum of 10 messages per second or low-throughput data, other types of transmissions may require additional resources.In several aspects, BSMs and other "regular" V2X messages can include a range of data, including but not limited to: the vehicle's course, speed, location, altitude, and similar information. Vehicles receiving regular V2X messages make assumptions about the movements of the sending vehicle, such as its relative location, position, movement, road maneuver status, or likely path in relation to the receiving vehicle. In contrast, autonomous applications, such as vehicles with advanced driver assistance systems (ADAS), can generate significant amounts of information and V2X messages that consume substantial computing and communication resources, potentially leading to increased latency and reduced performance.

[0031] The EVSC 30 reduces latency and improves performance compared to existing solutions by operating in at least two different ways that do not require any changes to the existing hardware. Accordingly, the EVSC 30 does not require any hardware with additional computing or data transmission capabilities beyond that currently present in the vehicles 12, 12', 12", the cloud computing server 14, and / or the infrastructure, such as cell towers 16, traffic signaling devices, and the like. More specifically, the controller 18 executes the EVSC 30 in a Sparse Signing Approach (SSA) 32 and in a Chained Packet Approach (CPA) 34.

[0032] With the following reference to Fig. 2 and with further reference to Fig. Figure 1 further explains the SSA 32 approach of EVSC 30 in a graphical representation of V2X transmissions. An exemplary time scale ranging from 0 ms to 700 ms is arranged on the x-axis. Wide bars define V2X data packet transmissions to and from the vehicle 12, 12', 12", which include safety data. In several aspects, the safety data of the wide bars defines BSMs 36 or BSM-like messages, which may be transmitted less frequently or not at all. In contrast, narrow bars show the V2X data packets 40 of the ADAS application 38, and the curved trend line 42 defines a trace of the dynamics of the vehicle 12, 12', 12". Due to the variety of data contained in the BSMs 36, the data packets of the BSMs 36 are transmitted safely. Typical BSM-36 data packets are used and executed in a range of in-vehicle 12, 12', 12" and remotely controlled applications.BSM 36 data packets are transmitted on a standardized transmission frequency, which can vary but is typically ten (10) times per second or 10 Hz, to surrounding vehicles 12', 12" with a variety of data content used in safety applications, ADAS functions, and the like. The standard frequency for BSM 36 data packet transmissions is in . Fig. 2. The uniform spacing of the wide bars indicates that the transmissions of the BSM 36 are secure. Furthermore, the dark shading of the associated bars indicates that the V2X data packets 40 for ADAS applications 38 are unsecured transmissions.

[0033] It becomes clear that ADAS applications 38 are computationally complex and generate and transmit significant amounts of data. Likewise, to fulfill their purpose, the transmissions of the ADAS application 38 V2X data packets 40 are carried out at a frequency of more than 10 Hz so that the ADAS-equipped vehicles 12 are able to perform dynamic actions in real time when operating. The increased frequency of the ADAS applications 38 is achieved by the frequency of more than 10 Hz of the transmissions of the data packets 40 of the ADAS application 38 in Fig. 2 shown. However, it should be noted that ADAS applications 38 generate safety-critical messages or data packets 40 that should be secured. Due to the high frequency and volume of such data, however, not all transmissions of the data packet 40 of the ADAS application 38 can be secured. Fig. 2 in the sense that the system 10 may not be able to secure a large number of messages, or that undesirable delays may occur. In some examples, the contents of some or all transmissions with a frequency greater than 10 Hz may be missed or otherwise left unread and unused by systems that are unable to capture such high-frequency messages. Accordingly, the EVSC 30 uses the SSA 32 and CPA 34 approaches to properly capture, read, and utilize the data contained in high-frequency messages distributed between BSMs 36.

[0034] Specifically, a transmitting vehicle 12', 12" uses the SSA 32 section of the EVSC 30 to identify standard (i.e., BSM 36) and intermediate message intervals based on transmissions of autonomous or ADAS application 38 data packets 40. The transmitting vehicle 12', 12" then tracks the behavior between the standard messages. The transmitting vehicle 12', 12" subsequently identifies events where intermediate messages should be saved. In some examples, the SSA 32 determines that intermediate messages should be saved in highly dynamic situations 41 where the transmitting vehicle 12', 12" commands or executes a drastic dynamic change, such as full-throttle acceleration, high-force deceleration, a sudden lane change, or the like. In other examples, the intermediate messages 41 should be saved when the intermediate messages contain special commands to other vehicles 12, e.g.,to subsequent vehicles 12, define. Other types of intermediate messages 41, which are not specifically defined here, may also be secured for a number of purposes without this deviating from the scope or intent of the present disclosure.

[0035] The receiving vehicles 12 use the EVSC 30 to track and predict changes in the information of the sending vehicles 12', 12" as soon as a previous securely signed or secured V2X message is received. Upon receiving an unsecured message, the receiving vehicles 12 verify the information based on a prediction from a previous time step. The receiving vehicles 12 then increase the confidence level in the unsecured data from a first level to a second level, which is higher than the first, if the subsequently secured data received from the sending vehicles 12', 12" matches the receiving vehicle 12's prediction. To determine whether the prediction matches the secured data of the sending vehicles 12', 12", a metric can be defined that measures the difference between the predicted state and the actual state.The metric is a weighted sum of components, including but not limited to: the percentage difference between predicted speed and actual speed, predicted acceleration and actual acceleration, predicted distance and actual distance, and the like. The percentage difference between predicted and actual distance can be calculated as the ratio of the area between predicted and actual distance to the area of ​​the road segment traveled by vehicle 12 during measurement period 48. Receiving vehicles 12 do not use data from unsecured messages or packets if the confidence level is below a predefined threshold. It is understood that the predefined threshold may vary from application to application, etc. In some examples, the threshold may be defined as an ASIL (Automotive Safety Integrity Level) value.The ASIL ratings according to ISO 26262 are defined as A, B, C, and D, with ASIL A representing the lowest and ASIL D the highest level of hazard to motor vehicles. Thus, systems such as airbags, anti-lock braking systems (ABS), and power steering systems typically require an ASIL D rating, which ensures the highest level of safety, as the risks associated with these systems are considered the highest. In contrast, components such as taillights generally require only an ASIL A rating, while headlights and brake lights generally require an ASIL B rating, and a standard (i.e., non-ADAS) cruise control system would fall under ASIL C. It is understood that the ASIL A to ASIL D ratings of the aforementioned exemplary systems may vary without this deviating from the scope or intent of the present disclosure.

[0036] In several aspects, the SSA 32 section of EVSC 30 can use static rules to determine which data transmissions or packets received by transmitting vehicles 12', 12" should be signed. For example, transmissions or packets with an ASIL rating greater than or equal to a predefined confidence level threshold of ASIL-B must be signed, while transmissions or packets with an ASIL rating less than ASIL-B should not be signed. In other examples, the SSA 32 section of EVSC 30 can use dynamic, flexible rules that consider the context before deciding whether a packet should be signed. For example, if receiving vehicle 12 and transmitting vehicles 12', 12" are on a major road or highway during rush hour, all packets can be ASIL-B or higher.If, however, the receiving vehicle 12 and the sending vehicles 12', 12" are on the same section of road or on the same street or highway during a period of low traffic, the dynamic, flexible rules can be relaxed by signing only the most critical packets, i.e., packets with an ASIL rating greater than or equal to C or D, depending on the situation. Signing only a subset of the received transmissions or packets significantly reduces the frequency of initiating security services to sign packets. In examples where the data transmissions or packets define ADAS applications 38, the transmission frequency of data packets 40 can reach or exceed 100 Hz. Even if the system 10 were capable of signing every transmitted packet, the time required to sign each packet would result in increased transmission latency.Thus, the SSA 32 section of the EVSC 30 reduces transmission latency by signing only a subset of the sent and received packets, while ensuring that the performance of the receiving vehicle 12 is not affected by unsecured messages or packets.

[0037] With the following reference to Fig. 3 and with further reference to Fig. 1 and Fig. Figure 2 further describes the CPA approach 34 as a series of signed data packets 44 and a series of unsigned data packets 46. The signed data packets 44 are authenticated directly or explicitly, while the unsigned data packets 46 are authenticated indirectly or implicitly. Using the CPA approach 34, the EVSC 30 causes the receiving vehicle 12 to receive both signed and unsigned packets 44 and 46 and to store the packets in a buffer in the memory 22 of the control unit 18. More precisely, the EVSC 30 expects the signed packets 44 to arrive at scheduled regular intervals, e.g., every 100 milliseconds or at a frequency of 10 Hz. A variety of unsigned packets 46 can be received between the signed packets 44.Upon receiving a subsequent signed packet 44', the EVSC 30 checks the preceding unsigned packets 46 in a batch process based on a valid signature or certificate of the subsequent signed packet 44'. Because preceding unsigned packets 46 are verified only upon receipt of a subsequent signed packet 44', the possible loss of an intermediate unsigned packet 46—that is, an unsigned packet 46 that should have been received in the time between the signed packet 44 and the subsequent signed packet 44'—does not affect the EVSC 30's ability to verify all signed or unsigned packets 44, 46 prior to the subsequent signed packet 44'.

[0038] More precisely, a first signed package 44 (also known as SigPac) is defined j-1denoted) the end of a previous signing period (not specifically shown) and the beginning of a signing period or interval 48, which is associated with the package P i-w begins. Intermediate unsigned packets 46 (otherwise referred to as P) i-w , P i-k2 , P a-k1 ,... P i,... P j-1 ) are processed by system 10 before receiving the subsequent signed packet 44' (otherwise as SigPac) j (designated) received. As in Fig. As shown in 3, the loss of the intermediate unsigned packet 46 P i no effect on the signature verification of other unsigned packets 46, since the in P i contained hashes H(P j-l ) are recoverable from the data contained in other unsigned packets 46. That is, every hash H(P j-l ) is in a subset of packets between P j-l and P j-1 embedded.

[0039] In several aspects, the CPA 34 approach causes the sending vehicles 12', 12", to have the hash of packet P i to append subsequent packets. The location of the subsequent unsigned packets 46 can be static or randomly determined by a seed value shared with the receiving vehicles 12. The seed value can be changed randomly, at regular intervals, or similarly. In some examples, the seed value may be based on a date or time stamp. A set hash function can then be used to determine an index of packet j. th to determine, in which the hash of the package P i is stored. In the form of an equation, this can be represented as follows: Loci,j=H(seed,i)[j],1≤j≤d

[0040] The hash is then appended to several subsequent unsigned packets 46 to allow signature verification even if one or more of the subsequent unsigned packets 46 are lost 47. The hashes of the subsequent unsigned packets 46 are in turn appended to other subsequent unsigned packets 46 and finally to the subsequent signed packet 44'. As a result, the subsequent signed packet 44' provides that the EVSC 30 uses the CPA 34 approach for batch authentication of messages or packets within the signature period or window.

[0041] In several aspects, the signature verification process can further be described as a series of successive steps that begin with the verification of a signed packet 44'. If the signature on the signed packet 44' is valid, the signature verification for other packets 44 proceeds as follows during the signing period 48. For each hash H(P j-ℓ ) in the signed packet 44, the CPA 34 approach of the EVSC 30 causes the control 18 to check whether the hash H(P j-ℓ ) with the corresponding buffered packet P j-ℓ matches. For each hash H(P i-k ) in an unsigned packet 46, the CPA 34 approach of the EVSC 30 causes the control 18 to check whether the hash H(P i-k ) in the unsigned packet 46 with the corresponding buffered packet P i-k matches. The hash verification process is repeated recursively and continuously until a first unsigned packet P is found. i-win signature period 48 or in the window, or until the signed packet 44' of the previous signature period (not specifically shown) is reached. In some aspects, an index of linked packets, if not static, defines a self-generating random walk. Furthermore, due to the redundancy introduced by the hash verification process, the same unsigned packet 46 is referenced by its hash in several other unsigned packets 46. Despite the redundancy, however, the signed and unsigned packets 44, 44', 46 are only verified once. In another embodiment, a signed packet 44 can be referenced by its hash in several unsigned packets 46 in the immediately following signature period 48.

[0042] In several aspects, the EVSC 30 can actively and continuously use one, one, or both SSA 32 and CPA 34 to manage V2X stream authentication. Specifically, the EVSC 30 monitors bandwidth and computing resource usage and determines which SSA 32 or CPA 34 has managed bandwidth and computing resource consumption most effectively. The EVSC 30 can also adjust the way the SSA 32 approach is used by adjusting or increasing the ASIL threshold within predefined limits based on current traffic volume before switching to CPA 34. In some examples, however, system 10 may first turn to the CPA 34 approach before switching to or using the SSA 32 approach, depending on the traffic volume of vehicle 12, which is determined by the amount of V2X messages sent and received, and similar factors.In some respects, the SSA-32 approach offers advantages over the CPA-34 approach, as the SSA-32 approach does not require message buffering, as is the case with the CPA-34 approach. However, if the volume of sent and received V2X messages exceeds a predefined threshold, the EVSC 30 switches to the CPA 34 approach, and if the volume of V2X messages subsequently decreases, the EVSC 30 reverts to the SSA 32 approach. In other examples, the EVSC 30 can use both the SSA 32 and CPA 34 approaches in parallel, using the SSA 32 approach for messages identified as urgent or safety-critical that should not be delayed until the end of a signing period, and the CPA 34 approach for messages identified as non-urgent.This means that if messages are not security-critical or not urgent, the non-security-critical, non-urgent messages remain unsecured.

[0043] It should be noted that although the transmitter was described as a transmitting vehicle 12', 12", it need not be a vehicle 12. That is, V2X messages can originate from infrastructure such as traffic signal transmitters, vehicles 12, satellites 17, or similar devices, without this altering the scope or intent of the present disclosure. Likewise, the receiver was described as a receiving vehicle 12, but the receiver need not be a vehicle 12. The V2X messages can also be received by vehicles 12, satellites 17, infrastructure such as traffic signal systems, or similar devices.

[0044] With the following reference to Fig.Figure 4 presents a procedure 200 for efficient V2X stream authentication in the form of a flowchart. The procedure 200 begins in block 202. In block 204, the system 10 acquires, via one or more sensors 31, the telematics information of the vehicle 12, including speed, location, altitude, bandwidth usage, computing resource usage, and similar information about one or more transmitting vehicles 12', 12" and one or more receiving vehicles 12. The system 10 also acquires environmental information about an area surrounding at least the receiving vehicle 12 by obtaining traffic information, road condition and surface information, weather information, and position information from sensors 31 in the infrastructure, including Global Positioning System (GPS) satellites 17, cell towers 16, and / or traffic signal transmitters.

[0045] In block 204, the procedure activates the EVSC 30. In block 206, the EVSC 30 activates the SSA section 32 to identify regular V2X messages, including vehicle heading, vehicle speed, vehicle location, and vehicle altitude, and to identify V2X intermediate messages, including messages from autonomous applications, including ADAS (Advanced Driver Assistance System) communication. In block 208, the SSA section 32 securely signs the regular V2X messages. In block 210, the SSA section 32 determines whether V2X intermediate messages should be signed. More specifically, in block 210, the SSA section 32 tracks the behavior of the sending vehicles 12', 12" and the receiving vehicle 12, continuously monitoring the V2X intermediate messages for dramatic dynamic changes or special commands.In block 212, SSA section 32 securely signs the V2X intermediate messages corresponding to a dramatic dynamic change or special command after determining that such a change or special command has occurred. In contrast, SSA section 32 in block 214 does not sign the V2X intermediate messages if it determines that no dramatic change or special command has occurred.

[0046] In block 216, SSA section 32 tracks and generates predictions about the transmitting vehicles 12', 12", after receiving a previous securely signed V2X message. In block 218, upon receiving an unsecured V2X message, SSA section 32 compares the information contained in the unsecured V2X message with the information in the predictions.

[0047] In Block 220, the SSA section determines whether the unsecured V2X message matches the predictions. In Block 222, after determining that the unsecured V2X message matches the predictions, SSA section 32 increases the confidence level from a first level to a second level that is higher than the first level. With this increased confidence level, or trust in the sending vehicle 12', 12", the receiving vehicle can relax the security requirements for messages received from the sending vehicles 12', 12" that transmitted the messages with the increased confidence level. For example, instead of requiring signatures for V2X messages that exceed or meet a threshold ASIL rating such as ASIL B, SSA Section 32 may lower the threshold ASIL rating to require signatures only for messages rated ASIL C or higher, or similar.If, on the other hand, the unconfirmed V2X message in block 224 does not exactly match the prediction, SSA section 32 does not increase the confidence level.

[0048] In Block 226, the threshold for ASIL classification is dynamically and continuously changed based on vehicle information about the transmitting vehicles 12', 12" and the receiving vehicles 12, as well as environmental information including traffic information, road condition and surface information, weather information, position information and the like.

[0049] In block 228, which can be executed simultaneously and / or sequentially with SSA section 32 in block 204, procedure 200 activates CPA section 34. In block 230, CPA section 34 buffers unsigned V2X intermediate messages received between a signed regular V2X message and a subsequent signed regular V2X message. In block 232, the transmitting vehicles 12', 12" append a hash of each V2X message to subsequent V2X messages within a signing period or interval 48 between the signed regular V2X message and the signed subsequent regular V2X message. In block 234, the CPA section 34 verifies unsigned intermediate V2X messages based on a valid signature of the subsequent regular V2X message and a hash of the signed subsequent regular V2X message.In block 236, CPA section 34 batch-authenticates one or more unsigned V2X messages in the interval via the hashes embedded in the signed subsequent regular V2X message.

[0050] In block 238, procedure 200 terminates and returns to block 202, where procedure 200 is executed again. It is understood that procedure 200 can run continuously, iteratively, recursively, or similarly, without this deviating from the scope or intent of the present disclosure. Furthermore, it should be clear that procedure 200 actively and continuously activates the EVSC 30 to monitor bandwidth usage and the utilization of computing resources, and to actively and continuously reduce bandwidth usage and the utilization of computing resources while ensuring the security of V2X communication between a transmitting vehicle 12', 12" and a receiving vehicle 12' while the receiving vehicle is in operation.In particular, Method 200 can execute SSA section 32 and CPA section 34 separately, simultaneously, or in a manner in which SSA section 32 and CPA section 34 are used dynamically to adapt to a set of V2X messages sent and received within a predefined period. In another embodiment, the methods described herein can also be used to secure communication between a vehicle 12 and a roadside unit, between multiple roadside units, or the like. For example, the methods described herein can be used to secure the communication of safety-critical information about road traffic, roadworks, traffic jams, or the like between the infrastructure components of the roadside units, instead of or in addition to the vehicles 12 with which the roadside units can communicate.

[0051] A system and method for efficient V2X stream authentication as described in this disclosure offers several advantages. These include improved efficiency through reduced utilization of computing resources and network bandwidth. In some examples, efficiency can be further improved by restricting the verification to signed and unsigned packets 44, 44', 46 containing safety-critical information, i.e., information with an ASIL rating greater than or equal to the specified threshold. Furthermore, to reduce memory utilization 22 during buffering processes, the duration of the signing period 48 can be adjusted from 100 milliseconds to other periods, such as 25 milliseconds, 50 milliseconds, or similar.In further examples, the buffering process can be made more efficient by limiting how far back the EVSC 30 and CPA 34 can look to find a recently received signed packet 44. Furthermore, randomizing the packet hash reduces the probability of all replicated hashes being lost, and including the hash of packet P further reduces this probability. i Splitting the data into multiple packets reduces the potential for packet loss, which would otherwise hinder packet authentication. thcould prevent this. Furthermore, batch authentication of packets via the EVSC 30 and the CPA 34 is possible without increasing the number of required signatures or the frequency of signed packets 44, 44'. Packet chaining according to the CPA-34 approach offers further advantages, such as maintaining or even improving bandwidth efficiency by using shortened hashes. Likewise, the computational overhead for transmitting the vehicles 12', 12" is minimized, since the same hash information is buffered and appended to subsequently transmitted packets. Similarly, the computational overhead on the receiving vehicle 12 is minimized, since the packets are only checked once despite replicated hashes, and only a single signature is used. Memory utilization 22 is also reduced by limiting the signing period 48s to a predefined length or by restricting verification to security-critical messages only.By using the CPA 34 approach, V2X communication is enabled efficiently without requiring additional or new hardware or significant changes to the V2X communication patterns.

[0052] The description of the present revelation is merely exemplary, and variations that do not deviate from the core of the present revelation are to be considered within its scope. Such variations are not to be regarded as deviations from the spirit and scope of the present revelation. legend

[0053] In the drawing figures, N stands for no and Y for yes.

Claims

[1] A system for improving the efficiency of vehicle-to-everything (V2X) power communication, comprising: one or more sending vehicles and one or more receiving vehicles; one or more sensors that collect vehicle information about the transmitting vehicles and the receiving vehicles and collect environmental information about an environment of the one or more transmitting vehicles and the one or more receiving vehicles; and wherein each of the one or more transmitting vehicles and the one or more receiving vehicles comprises a controller, the controller comprising a processor, a memory, and one or more input / output (I / O) ports, the I / O ports in communication with the one or more sensors; wherein the memory stores programmatic control logic; wherein the processor executes the programmatic control logic; wherein the programmatic control logic comprises an application for enhancing V2X power communication (EVSC), the EVSC comprising: first control logic to obtain, send, and receive vehicle information and environmental information from the one or more sensors; a second control logic for switching on an SSA section (SSA, Sparse Signing Approach) of the EVSC; a third control logic for switching on a CPA section (CPA, Chained Packet Approach) of the EVSC; and a fourth control logic for actively and continuously enabling the SSA and CPA sections to monitor bandwidth usage and computing resource usage and actively and continuously reducing bandwidth and computing resource usage from a first level to a second level lower than the first level while ensuring the security of the V2X communication. [2] The system of claim 1, wherein the first control logic further comprises: Obtaining vehicle telematics information, including speed, location, altitude, bandwidth usage, computing resource usage from sensors, including: sensors disposed on the one or more transmitting vehicles and on the one or more receiving vehicles; and Obtaining traffic information, road condition and road surface information, weather information and position information from sensors, including: sensors on the infrastructure, including Global Positioning System (GPS) satellites, cell towers and traffic signal transmitters. [3] The system of claim 2, wherein the second control logic further comprises: Identifying periodic V2X messages, including: vehicle heading, vehicle speed, vehicle location, and vehicle altitude; and Identify V2X intermediate messages, including messages from autonomous applications, including communication from advanced driver assistance systems (ADAS). [4] A system according to claim 3, wherein regular V2X messages are sent and received at a regular and periodic standard message interval, with intermediate messages being sent and received at a higher frequency than the standard message interval. [5] The system of claim 3, further comprising: secure signing of regular V2X messages; and Selective signing of V2X intermediate messages by: Tracking the behavior of sending and receiving vehicles through active and continuous monitoring of intermediate V2X messages; and upon detecting that a dramatic dynamic change occurs or that a special command has been sent, securely sign the intermediate V2X messages corresponding to the dramatic dynamic change or the special command. [6] The system of claim 3, wherein the second control logic further comprises: control logic that causes the receiving vehicles to make and create predictions about the sending vehicles since receiving a previous securely signed V2X message; upon receipt of an unsecured V2X message, verifying the information contained in the unsecured V2X message by comparing the information in the unsecured V2X message with the predictions; and upon determining that the unsecured V2X message matches the predictions, increasing a confidence level from a first level to a second level greater than the first level, and wherein confidence levels define automotive safety integrity level (ASIL) ratings, and wherein the receiving vehicle signs and secures unsecured V2X messages with ASIL ratings equal to or greater than a threshold ASIL rating. [7] The system of claim 6, wherein a base threshold ASIL rating is ASIL-B and the threshold ASIL rating is selectively determined based on vehicle information about the transmitting vehicles and the receiving vehicles and environmental information comprising: Traffic information, road condition and road surface information, weather information and position information is changed. [8] The system of claim 3, wherein the third control logic further comprises: control logic that causes the receiving vehicles to buffer unsigned intermediate V2X messages received between a signed regular V2X message and a subsequent signed regular V2X message; and control logic that causes sending vehicles to append a hash of each V2X message to subsequent V2X messages within an interval between the signed regular V2X message and the signed subsequent regular V2X message. [9] The system of claim 8, further comprising: control logic that verifies unsigned intermediate V2X messages based on a valid signature of the subsequent regular V2X message and a hash of the signed subsequent regular V2X message; and a batch authentication of one or more unsigned V2X messages in the interval via the hash of the signed subsequent regular V2X message. [10] The system of claim 2, wherein the EVSC operates actively and continuously while the receiving vehicle is in operation; and wherein the SSA and CPA sections selectively run to actively and continuously reduce bandwidth and computing resource usage from the first level to the second level by: Executing the control logic to operate the SSA when a quantity of V2X messages sent and received within a predefined period of time is equal to or below a predetermined threshold quantity; and Executing control logic to operate the CPA while the amount of V2X messages sent and received within the predefined time period is greater than the predetermined threshold amount. [11] The system of claim 2, wherein the EVSC operates actively and continuously while the receiving vehicle is in operation; and wherein the SSA and CPA sections selectively run to actively and continuously reduce bandwidth and computing resource usage from the first level to the second level by: Executing the control logic to operate the SSA section to manage V2X messages identified as urgent by the ASIL ratings of the V2X messages sent and received within a predefined time period; and Execute the control logic to operate the CPA section to manage V2X messages identified as non-urgent based on the ASIL ratings of the V2X messages sent and received within the predefined time period.

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